https://epg.modot.org/api.php?action=feedcontributions&feedformat=atom&user=HoskirEngineering Policy Guide - User contributions [en]2026-05-10T15:05:52ZUser contributionsMediaWiki 1.42.3https://epg.modot.org/index.php?title=Recent_Policy_Changes_in_the_EPG&diff=58628Recent Policy Changes in the EPG2026-05-07T20:56:37Z<p>Hoskir: </p>
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 20, 1971<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 6, 2026<br />
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* Streamlining ground mounted signposts in accordance with the engineering study by Horner and Shifrin in EPG [[903.16_Design_Aspects_of_MoDOT_Signing#903.16.3_Types_of_Fabricated_Signs|903.16.3 and 903.16.4]].<br />
* Updating various EPG articles and specification sections regarding galvanized bolts. Fabricators, inspectors and consultants recommended galvanizing bolts, nuts and washers in accordance with ASTM F2329 instead of ASTM A153. AASHTO material specification dropped AASHTO M 298 and recommended use of ASTM B695 for a mechanically galvanized option. In some areas, AASHTO M232 or ASTM A153 remains until internal processes are updated to coincide with ASTM F2329. Clarifications to galvanization process for structural steel and usage of galvanized bolts were added. EPG articles included are [[614.2_Material_Inspection_for_Sec_614#614.2.1_Grates_and_Bearing_Plates_(for_Sec_614.10)|614.2.1]], [[Category:712_Structural_Steel_Construction|712]], [[751.36_Driven_Piles|751.36]], [[751.50_Standard_Detailing_Notes|751.50]], [[901.18_Laboratory_Testing_for_Sec_901|901.18]], [[902.28_Laboratory_Testing_Guidelines_for_Sec_902|902.28]], [[903.22_Laboratory_Testing_Guidelines_for_Sec_903|903.22]], [[:Category:1023_Structural_Plate_Pipe_and_Pipe-Arches#1023.2_Procedure|1023.2]], [[Category:1040_Guardrail,_End_Terminals,_One-Strand_Access_Restraint_Cable_and_Guard_Cable_Material#1040.2.2_Bolts,_Nuts,_and_Washers|1040.2.2]].<br />
* Revisions to update procedures to 2025 Bridge Welding Code and MoDOT’s adaptations to code in EPG [[:LPA:136.7_Design#136.7.3.1.2.1.8_Bridge_Material_Inspection/Acceptance|136.7.3.1.2.1.8.2]], [[:Category:712_Structural_Steel_Construction#712.1.4.1.3_Shear_Connector_Welding|712.1.4.1.3]], [[751.5_Structural_Detailing_Guidelines#751.5.9.3.3_Fracture_Control_Plan_(FCP)|751.5.9.3.3]].<br />
* EPG [[104.2_Project_Scoping|104.2]] and [[751.1_Preliminary_Design#751.1.3.2_Documentation|751.1.3.2]] revised to provide process guidance to the districts regarding coring bridge deck overlays for roadway design work.<br />
* Updates to EPG [[109.7_Partial_Payments_(for_Sec_109.7)|109.7]] removes references requiring changes to pay periods at state and federal fiscal year ends. Removes procedures included in AWP Quick Reference Guides regarding the contractor payment processes through AWP from the EPG article.<br />
* EPG [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.3.3.1_Missouri_Unmarked_Human_Burials_Law|127.2.3.3.1]], [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.9.1_Cultural_Resources_Encountered_During_Construction|127.2.9.1]] and [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.9.2_Human_Remains_Encountered_During_Construction|127.2.9.2]] was updated for consistent buffer distance in regard to archaeological sites and human remains.<br />
* Re-titling to Traffic Pacing/Rolling Roadblock in EPG [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#616.19.7_Traffic_Pacing/Rolling_Roadblock|616.19.7]] and makes modifications to allow rolling roadblocks by MoDOT and contractor vehicles rather than restricting to law enforcement. All protective vehicles in the lane will require TMAs on their vehicles. Currently, MoDOT only allows law enforcement. Revisions are based on difficulty in getting enough law enforcement due to lack of personnel, and the potential of law enforcement being called away at any time.<br />
* EPG [[751.36_Driven_Piles#751.36.5_Design_Procedure|751.36.5]] and [[751.50_Standard_Detailing_Notes|751.50]] revised for pile length estimates and driving verification methods to increase accuracy of length estimates requiring fewer construction changes. Shifts pile analyses from consultants hired by the contractor to MoDOT staff.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 16, 2026<br />
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* Edits to EPG [[903.2_Regulatory_Signs_and_Barricades_(MUTCD_Chapter_2B)#903.2.21_Combined_Maximum_and_Minimum_Speed_Limits_Sign_(R2-4a)_(MUTCD_Section_2B.24)|903.2.21 Combined Maximum and Minimum Speed Limits Sign (R2-4a) (MUTCD Section 2B.24)]] to help clarify correct application of the sign.<br />
* Language was added to EPG [[822.2_Vegetation_Management_for_Minor_Roads|822.2 Vegetation Management for Minor Roads]] to clarify Vegetation Management.<br />
* Updated EPG [[616.4_Flagger_Control_(MUTCD_Chapter_6D)#Additional_Information_for_Flaggers|616.4 Flagger Control (MUTCD Chapter 6D)]], updated figure 616.4.5 for better guidance and pictures also added flagger guidance of how long to work and allow breaks. This was taken out by accident when the EPG was updated to meet the new MUTCD guidance.<br />
* Changes to EPG [[106.3.2.59_TM-59,_Determination_of_the_International_Roughness_Index|106.3.2.59 TM-59, Determination of the International Roughness Index]] updated links to IRI threshold tables.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 9, 2026<br />
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* Renamed Work Zone Technician Training to Work Zone Level 2 Training and Advanced Work Zone Training to Work Zone Level 3 Training in EPG [[:Category:616_Temporary_Traffic_Control_(MUTCD_Part_6)|616 Temporary Traffic Control (MUTCD Part 6)]], [[616.25_Work_Zone_Level_2_Training|616.25 Work Zone Level 2 Training]] and [[616.26_Work_Zone_Level_3_Training|616.26 Work Zone Level 3 Training]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 7, 2026<br />
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* Added explanation of bearings and distance and the importance of showing on ROW plans and Legal Description in EPG [[236.4_Description_Writing_and_Titles#236.4.6.2_Methods_of_Legally_Describing_the_Fee_or_Portion_Thereof|236.4.6.2 Methods of Legally Describing the Fee or Portion Thereof]].<br />
* Added Quick Reference Guide for Central Lab sample sizes to EPG [[:Category:101_Standard_Forms|101 Standard Forms]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 10, 2026<br />
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* Add guidance for when to pay for geotextile with rock lining at culvert outlets (i.e. mowed lawn areas) in EPG [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.6_Rock_Lining_at_Culvert_Outlets|750.6.6 Rock Lining at Culvert Outlets]].<br />
* Updated EPG [[127.14_National_Environmental_Policy_Act_(NEPA)_Classification_and_Documents#127.14.3.2_Environmental_Assessment|127.14.3.2 Environmental Assessment]] to clarify who signs an Environmental Assessment.<br />
* Removed standard note H5.54 from EPG [[751.50_Standard_Detailing_Notes#H5._Expansion_Joint_Systems|751.50 Standard Detailing Notes]] because P and R rail designations (and this note) will no longer be used on our Bridge Standard Drawings.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2026<br />
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* Updated University of Missouri's Evaluation of J-turn Intersection Design Performance PDF in EPG [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4%3A_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 2, 2026<br />
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* Revision to EPG [[:Category:1054_Concrete_Admixtures|1054 Concrete Admixtures]] fixes some spelling errors and makes the change that all the material under Sec 1054 can be sent in 1 quart plastic containers.<br />
* Revised EPG [[:Category:1001_General_Requirements_for_Material#1001.4.2.2_Size_of_Sample|1001.4.2.2 Size of Sample]], [[:Category:1018_Fly_Ash_for_Concrete#1018.2.4_Destination_Inspection_of_Approved_or_Certified_Fly_Ash|1018.2.4 Destination Inspection of Approved or Certified Fly Ash]], [[:Category:1019_Cement#1019.2.4_Destination_Inspection_of_Approved_or_Company_Certified_Cement|1019.2.4 Destination Inspection of Approved or Company Certified Cement]] and [[:Category:1019_Cement#1019.3_Sampling|1019.3 Sampling]] to correct some sample sizes of material sent to the central lab.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 30, 2026<br />
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* Adding additional information for what needs to be written on QA concrete cores when they are submitted to the central lab for testing in EPG [[:Category:502_Portland_Cement_Concrete_Base_and_Pavement#502.2.4_Procedures|502 Portland Cement Concrete Base and Pavement]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 28, 2026<br />
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* Added new Cost Estimate Guide for Scoping in EPG [[104.7_Scoping_Estimates|104.7 Scoping Estimates]].<br />
* Adding language to EPG [[:Category:501_Concrete#501.1.4.5_Compressive_Strength|501 Concrete]] for how concrete cylinders need to be marked when they are submitted to the central lab for testing.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 22, 2026<br />
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* Updated EPG [[107.13_Insurance_Requirements|107.13 Insurance Requirements]] to link to new Sovereign Immunity Limits.<br />
* Minor changes were made to the wording of EPG [[106.9_Buy_America_Requirement#106.9.5_BABA_Review_Process|106.9.5 BABA Review Process]].<br />
* Provide clearer language that is more definitive guidance for contractors in EPG [[127.27_Guidelines_for_Obtaining_Environmental_Clearance_for_Off-Site_Activities|127.27 Guidelines for Obtaining Environmental Clearance for Off-Site Activities]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 22, 2026<br />
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* Revised EPG [[902.23_Traffic_Signal_Phasing_and_Operation#902.23.9_Power_Outages_at_Signalized_Intersections|902.23.9 Power Outages at Signalized Intersections]].<br />
* Updated EPG [[822.2_Vegetation_Management_for_Minor_Roads|822.2 Vegetation Management for Minor Roads]] due to a change in policy for final mowing cycle.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 21, 2026<br />
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* EPG [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|751.1.2.17]] and [[751.9_Bridge_Seismic_Design#751.9.1_Seismic_Analysis_and_Design_Specifications|751.9.1]] updated to provide better access to bridge preliminary seismic design map for LRFD.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:lightblue; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 16, 2026<br />
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* Updates to the EPG were made due to the '''MUTCD 11th Edition''' in EPG Articles 616, 620, 900, 903, 908, 910, 911, 913 and 914. For more information on the changes see the [https://www.modot.org/2025-mutcd-special-ballot 2025 MUTCD Special Ballot].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 13, 2026<br />
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* Updating existing policy in EPG [[:LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management#136.4.1.6_Conflict_of_Interest|136.4.1.6 Conflict of Interest]] to better describe/clarify existing requirements as it relates to consultant conflicts of interest on LPA projects,<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 5, 2026<br />
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* Updates to EPG [[:Category:501_Concrete#501.2.9_Expansive_Concrete|501.2.9]] and [[:Category:1066_Mortars_and_Grout|1066.1]] due to the phasing out the use of Aluminum powder for expansive concrete and adopting American Concrete Institute ACI-223 "Srinkage Compensating Concrete Guide"<br />
* Updates to EPG [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2 Types]] and [[:Category:941_Permits_and_Access_Requests#941.9.8.4_Culvert_Pipe|941.9.8.4 Culvert Pipe]] to allow up to 60" SRPE in Group A Flexible Polyethylene category and updates corrugated polyethylene pipe to "double wall polyethylene" pipe. Provides details for QPL application and requirements.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 19, 2025<br />
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* Table 1001.3 Size of Original Field Samples was updated in EPG [[:Category:1001_General_Requirements_for_Material#1001.3_Sampling_Procedures|1001.3 Sampling Procedures]] to match AASHTO. <br />
* Table 1001.5.1.2 Size of Original Field Samples was updated in EPG [[:Category:1001_General_Requirements_for_Material#1001.5.1.2_Sample_Preparation|1001.5.1.2 Sample Preparation]] to match AASHTO.<br />
* EPG [[751.9_Bridge_Seismic_Design#751.9.1.2.4.2_Footing_(Spread_Footing_and_Pile_Footing)_Joint_Shear_Reinforcement|751.9.1.2.4.2 Footing (Spread Footing and Pile Footing) Joint Shear Reinforcement]] and [[751.39_Pile_Footings|751.39 Pile Footings]] were updated, battered piles are not permitted in pile footings.<br />
* EPG [[320.1_Preliminary_Geotechnical_Report_(PGR)|320.1 Preliminary Geotechnical Report (PGR)]] was updated with information on when and how to request a PGR.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 19, 2025<br />
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* Changes to ASTM reinforcement notes to provide clarity on reinforcing steel specifications on bridge plans in EPG [[751.50_Standard_Detailing_Notes#A1._Design_Specifications,_Loadings_&_Unit_Stresses_and_Standard_Plans|751.50 Standard Detailing Notes A1, C1 and C2]]. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 18, 2025<br />
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* Revised EPG [[903.14_Memorial_Signs|903.14 Memorial Signs]] to add department policies to MUTCD requirements. <br />
* Updated the Engineering Factors Report in EPG [[121.7_Program_Estimates|121.7 Program Estimates]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 13, 2025<br />
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* MoDOT will perform an audit on every project to ensure that the prime contractor has in their possession the Materials Certifications and PEAS confirmations for all applicable BABA materials on the project in EPG [[106.9_Buy_America_Requirement#106.9.5_BABA_Audit_Process|106.9.5 BABA Audit Process]].<br />
* Changes to EPG [[236.3_Administration#236.3.12_Consultant_Right_of_Way_Appraisal,_Acquisition,_and_Relocation_Services_(RWRS)|236.3.12 Consultant Right of Way Appraisal, Acquisition, and Relocation Services (RWRS)]] were made to clarify the On-Call and Traditional ROW Consultant Services process and a new option of ROW Hybrid Consultant Services Process. <br />
* Add additional Clarrifcation to EPG [[236.13_Designing_Right_of_Way_Plans#236.13.8_Plan_Requirements|236.13.8 Plan Requirements]] to include Bearing and Distance on the RW Plans or RW Supplemental Plan Sheet.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 22, 2025<br />
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* New test method EPG [[106.3.2.96_TM-96,_Standard_Test_Method_for_Chemical_Analysis_of_Concrete_Cores_by_Extraction_and_Solubility|106.3.2.96 TM-96, Standard Test Method for Chemical Analysis of Concrete Cores by Extraction and Solubility]], this test method evaluates concrete cores by concentrating on three phases (aggregate, paste, and voids) to assist and/or verify the reason(s) for the failure. This is one of three methods that could be utilized by industry to obtain measured results. <br />
* Performance bond table added to determine minimum performance bond amounts for permitted work. in EPG [[:Category:941_Permits_and_Access_Requests#941.6.3.6_Deposit_Requirements|941.6.3.6 Deposit Requirements]]<br />
* Updated Notice to Proceed in EPG [[108.16_Project_Dates|108.16.1 Informational Dates]] and [[237.8_Contract_Time|237.8 Contract Time]] to have consistent guidance in all policy documents.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2025<br />
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* FHWA increased the $25,000 waiver valuation and applicable appraisal templates threshold to $35,000, updated references in EPG [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.6_Appraisal_and_Appraisal_Review|136.8.6 Appraisal and Appraisal Review]], [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.7_Acquisition|136.8.7 Acquisition]] and [[236.6_Appraisal_and_Appraisal_Review#236.6.1_Overall_Operating_Policies|236.6.1 Overall Operating Policies]]. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 20, 2025<br />
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* Deleted paragraph in EPG [[236.10_Right_Of_Way_Condemnation#236.10.7.6_Just_Compensation_for_Condemned_Properties_%28RSMo_523.039%29|236.10.7.6 Just Compensation for Condemned Properties RSMo 523.039]], becuse the House Bill being referenced was declared unconstitutional. <br />
* Changes in Route/Road Relinquishment required clauses in agreements and deeds in EPG [[236.14_Change_in_Route_Status_Report#236.14.2.1_Convey_to_Local_Government_Agency_(CRSR_required)|236.14.2.1 Convey to Local Government Agency (CRSR required)]] and [[236.14_Change_in_Route_Status_Report#236.14.6_Roadway_Relinquishment_Agreement|236.14.6 Roadway Relinquishment Agreement]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 10, 2025<br />
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* Updates to EPG [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.6_How_does_the_District_Initiate_Section_106_Compliance|127.2.6 How does the District Initiate Section 106 Compliance]] and [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.11_Early_Acquisition_of_Right-of-Way_and_Disposal_of_Uneconomic_Remnants|127.2.11 Early Acquisition of Right-of-Way and Disposal of Uneconomic Remnants]] to remove the Phased Section 106 process.<br />
* Updated EPG [[236.7_Negotiation#236.7.4.4_Agreement_for_Purchase_of_Real_Estate|236.7.4.4 Agreement for Purchase of Real Estate]] to exclude Purchase Agreements from Railroads.<br />
* Updated EPG [[236.16_Outdoor_Advertising#236.16.15.8_Mowing_and_Brush_Hogging|236.16.15.8 Mowing and Brush Hogging]] to update language encouraging vegetation applicants to follow Monarch Joint Venture's mowing and management guidelines.<br />
* Renamed and updated EPG 907.5 S-HAL to [[907.5_Safety_Resources_for_Locals|907.5 Safety Resources for Locals]] to not be focused on just the S-HAL. This now has several references to various resources including the S-HAL.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 9, 2025<br />
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* Updates for Threatened and Endangered species in EPG [[:LPA:136.6_Environmental_and_Cultural_Requirements#136.6.4.5_Threatened_and_Endangered_Species_and_Migratory_Birds|136.6.4.5 Threatened and Endangered Species and Migratory Birds]] were made and Fig. 136.6.19 was updated.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 8, 2025<br />
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* Added new agreement TR63_Installation_of_Rectangular_Rapid_Flashing_Beacons in EPG [[153.21_Traffic|153.21 Traffic]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 5, 2025<br />
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* Updated EPG [[751.10_General_Superstructure#751.10.4_Conduit_Systems|751.10.4_Conduit_Systems]] for conduit placement requirement in barrier near expansion device to avoid interference with conduit during expansion material installation.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 7, 2025<br />
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* Updated dollar threshold from $750,000 to $1,000,000 in LPA [[:LPA:136.3_Federal_Aid_Basics#136.3.15.3_OMB_Audit|136.3.15.3 OMB Audit]] due to final guidance from OMB to 2 CFR Part 200.<br />
* Updated EPG [[236.7_Negotiation#236.7.2.20_Acquisition_by_Condemnation|236.7.2.20 Acquisition by Condemnation]] to include Impasse Letter and purpose.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 14, 2025<br />
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* Provide an inorganic ethyl silicate topcoat option for inorganic zinc primers on structural steel and other miscellaneous coating issues are addressed in EPG 751.1.2.9.2, 751.6.1,751.6.2.11, 751.6.2.12, 751.14.5.8, 751.50 Notes in A.4, and 1045.<br />
* Clarify conical pile points to require ASTM A148, Grade 90-60 and not allow the grade 35 shoes for CIP correlating with recent changes requiring modified Grade 3 shells with a 50 ksi yield strength in EPG [[751.50_Standard_Detailing_Notes#G5._CIP_Concrete_Piles_(Notes_for_Bridge_Standard_Drawings)|G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)]]<br />
* Adding guidance for the installation of ASTM F3148 TNA Fixed Spline bolts in EPG [[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_(Sec_712.7)|712.1.5 - 712.3.3]], [[751.50_Standard_Detailing_Notes#H1._Steel|Standard Detailing Note H1.8.1]] and [[:Category:1080_Structural_Steel_Fabrication#1080.1_High_Strength_Bolts|1080.1 High Strength Bolts]]. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 11, 2025<br />
----<br />
* Changes made to rumble strip lift thickness in EPG [[626.1_Edgeline_Rumble_Strips|626.1 Edgeline Rumble Strips]] and [[626.2_Centerline_Rumble_Strips|626.2 Centerline Rumble Strips]]. <br />
* Provided guidance for prestressed girder stress limits in EPG [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.2_Design|751.21.2 Design]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.2.3_Flexure|751.22.2.3 Flexure]].<br />
* Updated EPG [[751.31_Open_Concrete_Intermediate_Bents#751.31.2.4_Column_Analysis|751.31.2.4 Column Analysis]], added optional procedure for bridge column buckling design.<br />
* Updated EPG [[:Category:1018_Fly_Ash_for_Concrete#1018.5_Laboratory_Procedures_for_Sec_1018|1018.5 Laboratory Procedures for Sec 1018]], removed auto-sampling references.<br />
* Updated EPG [[751.9_Bridge_Seismic_Design#751.9.1_Seismic_Analysis_and_Design_Specifications|751.9.1Seismic Analysis and Design Specifications]], [[751.40_LFD_Widening_and_Repair#751.40.3.2_Bent_Cap_Shear_Strengthening_using_FRP_Wrap|751.40.3.2 Bent Cap Shear Strengthening using FRP Wrap]] and [[751.50_Standard_Detailing_Notes#I5._Fiber_Reinforced_Polymer_(FRP)_Wrap_–_Intermediate_Bent_Column_Strengthening_for_Seismic_Details_for_Widening._Report_following_notes_on_Intermediate_bent_plan_details.|751.50 Standard Detailing Notes - I5]] to clarify seismic details for bridge widening (one side, two sides, and FRP wrap).<br />
* Changes to EPG [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] and [[751.50_Standard_Detailing_Notes#E._General_Elevation_and_Plan_Notes|751.50 Standard Detailing Notes E. General Elevation and Plan Notes]] to clarify clear space requirement between MSE wall and front face of the abutment beam (setback distance).<br />
* Updated EPG [[109.10_Contract_Assignment_Process_-_Contract_Reassignment_to_a_New_Contractor_(for_Sec_109.10)|109.10]] to clarify and complete the contract reassignment process. There were a few minor steps missing in the process that by adding/clarifying will make it easier on whomever assists with this process in the future.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 1, 2025<br />
----<br />
* Updated EPG [[903.14_Memorial_Signs#903.14.3_Heroes_Way_Designation_Program|903.14.3 Heroes Way Designation Program]] to match new standards for the sign background color.<br />
* Updated 10 Year Major Bridge Needs document in EPG [[121.5_Asset_Management#121.5.4_Funding_Assets|121.5.4 Funding Assets]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 17, 2025<br />
----<br />
* Updated link and information in EPG [[121.5_Asset_Management|121.5 Asset Management]] for the current AMP Summary.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 12, 2025<br />
----<br />
* Updated EPG [[:Category:139_Design_-_Build|139 Design - Build]] with the new Design-Build Partnering Agreement.<br />
* Clarified language in EPG [[:LPA:136.7_Design#136.7.2.7_Design_Exceptions|136.7.2.7 Design Exceptions]] to indicate if an LPA project on MoDOT right of way has a design exception, the approval needs to be funneled through the District Engineer. <br />
* Updated EPG [[:Category:941_Permits_and_Access_Requests#941.10.3_Additional_Deployment_Criteria|941.10.3 Additional Deployment Criteria]] adding additional language to help clarify statements for LPR & PTZ network connectivity. <br />
* Updated EPG [[236.6_Appraisal_and_Appraisal_Review#236.6.3.3_Waiver_Valuation|236.6.3.3 Waiver Valuation]], the maximum was raised from $25,000 to $35,000.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 11, 2025<br />
----<br />
* Updated examples in EPG [[:Category:242_Optional_and_Alternate_Pavement_Designs|242 Optional and Alternate Pavement Designs]] with more current examples.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 10, 2025<br />
----<br />
* EPG [[105.15_Project_Acceptance|105.15 Project Acceptance]] clarity of process updated. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 27, 2025<br />
----<br />
* Updates were made to EPG [[751.1_Preliminary_Design#751.1.2.20_Substructure_Type|751.1.2.20 Substructure Type]] to clarify guidance for galvanizing full length of friction piles. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 22, 2025<br />
----<br />
* Replace "Legal" with "Property" description in EPG [[238.2_Land_Surveying#238.2.17_Professional_Land_Surveyor_Review|238.2.17 Professional Land Surveyor Review]]. This change of removing legal with property, will make the langauge in guidance consistant throughout the EPG. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 14, 2025<br />
----<br />
* Updates were made to EPG [[:Category:824_Litter_Pickup|824 Litter Pickup]] to remove Adopt-a-highway, and change it to the Keeping Missouri Beautiful program.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 13, 2025<br />
----<br />
* Updated EPG [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|751.50 Standard Detailing Notes - H6. Pouring and Finishing Concrete Slabs]] to provide guidance to use an existing note for new slab pours as well as redecks.<br />
* Updated the current Temporary Traffic Control Inspection Worksheet located in EPG [[616.19_Quality_Standards_for_Temporary_Traffic_Control_Devices|616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
* Updated the link to the payroll training, replacing MoDOTU with MOVERS, and updated "clerk" to "Admin Tech" for consistency in EPG [[:Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements|110 State and Federal Wage Rates and Other Requirements]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 7, 2025<br />
----<br />
* EPG [[:Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements|110 State and Federal Wage Rates and Other Requirements]] was updated to provide clarity of the expectation of our process to ensure the project office staff are capturing the correct number of wage rate interviews during a project. <br />
* Updated EPG [[:LPA:136.6_Environmental_and_Cultural_Requirements#136.6.4.1.4_Step_4,_Mitigation_of_Adverse_Effect|136.6.4.1.4 Step 4, Mitigation of Adverse Effect]] the date did not match guidance document and agreement document.<br />
* Changed "will" to "may in EPG [[902.11_Traffic_Control_for_Schools|902.11.3 School Signal at Entrance]].<br />
* Provide clarity of the expectation of our process to ensure the project office staff are capturing the correct number of wage rate interviews during a project in EPG [[:Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements]]. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 25, 2025<br />
----<br />
* Changed date from 60 days to 6-18 months in EPG [[106.21_Summary_of_Materials_Inspected|106.21 Summary of Materials Inspected]] to clarify what types of projects (funding source) material summaries are required for.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 14, 2025<br />
----<br />
* EPG articles updated to clarify seismic detail requirements for columns, non-oversized drilled shafts (difference between drilled shaft and column diameter is ≤ 12"), oversized drilled shafts (difference between drilled shaft and column diameter is ≥ 18"), spread footings, and pile cap footings:<br />
:• [[751.5_Structural_Detailing_Guidelines#751.5.9.2.5_Spacing_Limits|751.5.9.2.5 Spacing Limits]]<br />
:• [[751.5_Structural_Detailing_Guidelines#751.5.9.2.6_Cover_Limits|751.5.9.2.6 Cover Limits]]<br />
:• [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|751.9.1.2 LRFD Seismic Details]]<br />
:• [[751.9_Bridge_Seismic_Design#751.9.3.1.7_T-_Joint_Connections_for_LFD|751.9.3.1.7 T- Joint Connections for LFD]]<br />
:• [[751.11_Bearings#751.11.2.1_Elastomeric_Bearings|751.11.2.1 Elastomeric Bearings]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.2.7_Dowel_Bars|751.22.2.7 Dowel Bars]]<br />
:• [[751.31_Open_Concrete_Intermediate_Bents#751.31.1.2_Rigid_Frame-_No_Tie_or_Web_Beam|751.31.1.2 Rigid Frame- No Tie or Web Beam - 751.31.1.5 Tie Beam with Change in Column Diameter]]<br />
:• [[751.31_Open_Concrete_Intermediate_Bents#751.31.2.3_General_Design_Assumptions|751.31.2.3 General Design Assumptions]]<br />
:• [[751.31_Open_Concrete_Intermediate_Bents#751.31.3.2_Column|751.31.3.2 Column]]<br />
:• [[751.37_Drilled_Shafts#751.37.1.6_Drilled_Shaft_General_Detail_Considerations|751.37.1.6 Drilled Shaft General Detail Considerations]]<br />
:• [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1 Reinforcement Design]]<br />
:• [[751.37_Drilled_Shafts#751.37.6.2_Longitudinal_Reinforcement|751.37.6.2 Longitudinal Reinforcement]]<br />
:• [[751.37_Drilled_Shafts#751.37.6.4_Transverse_Reinforcement|751.37.6.4 Transverse Reinforcement]],<br />
:• [[751.38_Spread_Footings#751.38.8.3.1_Spread_Footing_Reinforcement|751.38.8.3.1 Spread Footing Reinforcement]]<br />
:• [[751.39_Pile_Footings#751.39.1_Dimensions|751.39.1 Dimensions]]<br />
:• [[751.39_Pile_Footings#751.39.5_Reinforcement|751.39.5 Reinforcement]]<br />
:• [[751.40_LFD_Widening_and_Repair#751.40.8.11.5_T-_Joint_Connections|751.40.8.11.5 T- Joint Connections]]<br />
:• [[751.50_Standard_Detailing_Notes#G1._Concrete_Bents|751.50_Standard_Detailing_Notes - G1.45]]<br />
* Created new Standard Plans for delineators linked in EPG Articles:<br />
:• [[620.5_Delineators_(MUTCD_Chapter_3F)#620.5.4_Delineator_Placement_and_Spacing_%28MUTCD_Section_3F.04%29|620.5.4 Delineator Placement and Spacing (MUTCD Section 3F.04)]]<br />
:• [[620.5_Delineators_(MUTCD_Chapter_3F)#620.5.5_Guardrail_Delineation|620.5.5 Guardrail Delineation]], [[620.5_Delineators_(MUTCD_Chapter_3F)#620.5.6_Barrier_Wall_Delineation|620.5.6 Barrier Wall Delineation]]<br />
:• [[903.2_Extent_of_Signing#903.2.25.4_Quantity_Computations|903.2.25.4 Quantity Computations]], [[903.17_Delineation_and_Object_Markers#903.17.1_Delineators|903.17.1 Delineators]]<br />
:• [[903.17_Delineation_and_Object_Markers#903.17.5_Object_Markers_for_Ends_of_Roadways_%28MUTCD_Section_2C.66%29|903.17.5 Object Markers for Ends of Roadways (MUTCD Section 2C.66)]]<br />
:• [[:Category:1044_Posts_for_Markers_and_Delineators#1044.2.1_Mile_and_Object_Marker%2C_and_Delineator_Posts|1044.2.1 Mile and Object Marker, and Delineator Posts]]<br />
:• [[1044.5_Laboratory_Testing_Guidelines_for_Sec_1044#1044.5.1.2_Physical_Tests|1044.5.1.2 Physical Tests]]<br />
* Revised splice and development lengths specified in the following EPG articles in accordance with new AASHTO standards:</br><br />
:• [[751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices|751.5.9.2.8 Development and Lap Splices]]<br />
:• [[751.8_Concrete_Box_Culverts#751.8.3.2_Steel_Reinforcement|751.8.3.2 Steel Reinforcement]]<br />
:• [[751.10_General_Superstructure#751.10.1.14_Girder_and_Beam_Haunch_Reinforcement|751.10.1.14 Girder and Beam Haunch Reinforcement]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.2.7_Details_of_Mounting_Light_Poles_on_Safety_Barrier_Curbs|751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.3.2_Typical_Section_Reinforcement|751.12.1.3.2 Typical Section Reinforcement]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.3.3_End_of_Barrier_Reinforcement|751.12.1.3.3.1 - 751.12.1.3.3.8]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.4.2_Typical_Section_Reinforcement|751.12.1.4.2 Typical Section Reinforcement]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.4.3_End_of_Barrier_Reinforcement|751.12.1.4.3 End of Barrier Reinforcement]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.6_Type_A_%2832ʺ_New_Jersey_Shaped_Median%29|751.12.1.6 Type A (32ʺ New Jersey Shaped Median)]]<br />
:• [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.3.1_Spread_Box_Beams|751.21.3.3.1 Spread Box Beams]]<br />
:• [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.6.3_Reinforcement|751.21.3.6.3 Reinforcement]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.2.3_Flexure|751.22.2.3 Flexure]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.3.7.2_Reinforcement|751.22.3.7.2 Reinforcement]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.3.8.2_Reinforcement|751.22.3.8.2 Reinforcement]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.3.9.2_Reinforcement|751.22.3.9.2 Reinforcement]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.3.9.3_Closed_Diaphragm|751.22.3.9.3 Closed Diaphragm]]<br />
:• [[751.31_Open_Concrete_Intermediate_Bents#751.31.3.1_Beam_Cap|751.31.3.1 Beam Cap - 751.31.3.5 Hammer Head Type]]<br />
:• [[751.32_Concrete_Pile_Cap_Intermediate_Bents#751.32.4.1_Typical_Pile_Cap_Bent|751.32.4.1 Typical Pile Cap Bent]]<br />
:• [[751.35_Concrete_Pile_Cap_Integral_End_Bents#751.35.4.1_Wide_Flange_Beams_%26_Plate_Girders|751.35.4.1 Wide Flange Beams & Plate Girders]]<br />
:• [[751.35_Concrete_Pile_Cap_Integral_End_Bents#751.35.4.2_Prestressed_I-Girders%2C_Bulb-Tee_Girders_and_NU-Girders|751.35.4.2 Prestressed I-Girders, Bulb-Tee Girders and NU-Girders]]<br />
:• [[751.35_Concrete_Pile_Cap_Integral_End_Bents#751.35.4.3_Wing_Reinforcement|751.35.4.3 Wing Reinforcement]]<br />
:• [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes (Notes H10.8, H10.20, K1.5.1 and K1.5.2)]]<br />
* Updates to EPG [[:Category:501_Concrete#501.1.6_Measurement_of_Material_%28Sec_501.6%29|501.1.6 Measurement of Material (Sec 501.6)]] revise the scale calibration process to include more detail on the process. The specification revision includes a statement on who can perform scale calibration services.<br />
* Added concrete aggregate sampling method to EPG [[:Category:502_Portland_Cement_Concrete_Base_and_Pavement#502.1.11_Contractor_Quality_Control_(Sec_502.11)|502.1.11 Contractor Quality Control (Sec 502.11)]].<br />
* Added sampling method standard for ashpalt aggregates in EPG articles [[:Category:403_Asphaltic_Concrete_Pavement#403.1.5_Mixture_Production_Specification_Limits_(Sec_403.5)|403.1.5 Mixture Production Specification Limits (Sec 403.5)]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.17_Quality_Control_%28Sec_403.17%29|403.1.17 Quality Control (Sec 403.17)]].<br />
* With the new MUTCD 11th Edition, EPG [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags|616.6.2.2 Flags]], [[616.19_Quality_Standards_for_Temporary_Traffic_Control_Devices#616.19.2.2.2_Sign_and_Flag_Quality|616.19.2.2.2 Sign and Flag Quality]], [[616.23_Traffic_Control_for_Field_Operations#616.23.1_Definitions|616.23.1 Definitions]], [[616.23_Traffic_Control_for_Field_Operations#616.23.2.5.1.1_Flags|616.23.2.5.1.1 Flags]] and [[616.23_Traffic_Control_for_Field_Operations#616.23.2.5.1.3_Sign_Design|616.23.2.5.1.3 Sign Design]] were updated to be more consistent with MUTCD guidance.<br />
* Increased size of crosswalk markings for midblock and high-visibility in EPG [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.18_Crosswalk_Markings_%28MUTCD_Section_3B.18%29|620.2.18 Crosswalk Markings (MUTCD Section 3B.18)]].<br />
* Updated EPG [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.16_Stop_and_Yield_Lines_(MUTCD_Section_3B.16)|620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)]], [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.24_Pavement_Markings_for_Highway-Rail_Grade_Crossings_(MUTCD_Section_8B.27)|620.2.24 Pavement Markings for Highway-Rail Grade Crossings (MUTCD Section 8B.27)]] and [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.25_Stop_and_Yield_Lines_at_Highway-Rail_Grade_Crossings_%28MUTCD_section_8B.28%29|620.2.25 Stop and Yield Lines at Highway-Rail Grade Crossings (MUTCD section 8B.28)]] to increase yield triangle size.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 31, 2025<br />
----<br />
* Starting 4/1/2025 LPA projects bid will require a Bidders List Quote Summary, this update is to incorporate this requirement into the pertinent EPG articles and figures in [[:LPA:136.9_Plans,_Specs_and_Estimates_(PSE)#136.9.4.1.1.15_Disadvantaged_Business_Enterprise_(DBE)_(49_CFR_Part_26)|136.9.4.1.1.15 Disadvantaged Business Enterprise (DBE)]], [[:LPA:136.10_Advertisement_for_Bid_and_Project_Award#136.10.6.6_Disadvantaged_Business_Enterprise_(DBE)_Requirements|136.10.6.6 Disadvantaged Business Enterprise (DBE) Requirements]] and [[:LPA:136.10_Advertisement_for_Bid_and_Project_Award#136.10.7.1.1_Responsive_Bid|136.10.7.1.1 Responsive Bid]] and figures.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 19, 2025<br />
----<br />
* Adding a new policy in EPG [[:Category:119_Project_Schedules|119 Project Schedules]] to standardize and centralize the project schedules for every project in the STIP and provide guidelines for how schedules are modified, updated, and communicated throughout the department.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 18, 2025<br />
----<br />
* EPG [[751.38_Spread_Footings#751.38.5_Modifications_for_Load_Eccentricity|751.38.5 Modifications for Load Eccentricity]] was revised to clarify eccentricity limit for spread footing per AASHTO LRFD specifications. EPG [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] and [[751.24_Retaining_Walls#751.24.3.2_Design|751.24.3.2 Design]] were revised to clarify live load requirement for seismic design.<br />
* Added information about Performance Bonds to EPG [[:Category:941_Permits_and_Access_Requests#941.6.3.6_Deposit_Requirements|941.6.3.6 Deposit Requirements]] <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 6, 2025<br />
----<br />
* Added Balance Mix Design Q&A document in EPG [[:Category:403_Asphaltic_Concrete_Pavement|403 Asphaltic Concrete Pavement]] under the QRG's.<br />
* Updated current practice in EPG [[751.1_Preliminary_Design#751.1.1.2_Bridge_Survey_Processing_and_Bridge_Numbering|751.1.1.2 Bridge Survey Processing and Bridge Numbering]] and added new procedure for MMA crack filler jobs on bridges.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 5, 2025<br />
----<br />
* Updated FHWA form 1391 in EPG [[:LPA:136.11_Local_Public_Agency_Construction|136.11 Local Public Agency Construction]] and [[:LPA:136.12_Figures,_Glossary_and_Other_Useful_Links|136.12 Figures, Glossary and Other Useful Links]]<br />
* Updated LPA Final Acceptance Report Form C-239 in EPG [[:LPA:136.11_Local_Public_Agency_Construction|136.11 Local Public Agency Construction]] and [[:LPA:136.12_Figures,_Glossary_and_Other_Useful_Links|136.12 Figures, Glossary and Other Useful Links]]. This updated form is more in alignment with information needed for SMS data entry and Tracker. It also includes instructions which will help with data consistency.<br />
* Update to EPG [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.12_Prestress_Transfer|1029.2.12 Prestress Transfer]] to allow use of 4x8 cylinders.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 4, 2025<br />
----<br />
* Revisions to EPG [[616.13_Work_Zone_Capacity,_Queue_and_Travel_Delay|616.13 Work Zone Capacity, Queue and Travel Delay]], [[616.14_Work_Zone_Safety_and_Mobility_Policy|616.14 Work Zone Safety and Mobility Policy]] and [[616.25_MoDOT_Work_Zone_Guidelines|616.25 MoDOT Work Zone Guidelines]] were made to help operation and design teams determine whether or not work should be performed during nighttime hours or daytime hours.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 18, 2025<br />
----<br />
* Additional Clause for Road Relinquishment Agreements in EPG [[236.14_Change_in_Route_Status_Report#236.14.6_Roadway_Relinquishment_Agreement|236.14.6 Roadway Relinquishment Agreement]]. When conveying roadways to LPA's a clause can be added to the road relinquishment agreement, to convey any easements MoDOT may or may not know about. <br />
* Change Legal Description, Exhibit A to Property Description, Exhibit A in EPG [[236.7_Negotiation#236.7.2.20_Acquisition_by_Condemnation|236.7.2.20 Acquisition by Condemnation]] and [[238.2_Land_Surveying|238.2 Land Surveying]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 2, 2025<br />
----<br />
* Updates to EPG [[236.3_Administration#236.3.3.2_Right_of_Way_Cost_Estimates|236.3.3.2 Right of Way Cost Estimates]] and [[236.3_Administration#236.3.3.3_Preparation_of_Right_of_Way_Cost_Estimate_Forms|236.3.3.3 Preparation of Right of Way Cost Estimate Forms]] added link to new document Right of Way Cost Estimate Template 3.3.3A and B.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 31, 2025<br />
----<br />
* Update to EPG [[751.50 Standard Detailing Notes#H11. Fences and Sidewalks|751.50 - H11. Fences and Sidewalks]] to clarify use of resin anchors to attach fence post to structure.<br />
* Updated EPG [[:Category:823 Incarcerated Personnel Work Release Program|823 Incarcerated Personnel Work Release Program]] to match the Sixth Edition handbook. <br />
* Updated EPG [[236.7 Negotiation#236.7.2.20 Acquisition by Condemnation|236.7.2.20 Acquisition by Condemnation]] to reflect current process with Relocation. Condemnation packets do not provide multiple copies of documents, only one is necessary. EPG 236.7.1.12 Relocation Section Notices has been removed, ROW no longer has a “relocation section” anymore, our ROW negotiators cover both disciplines. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 30, 2025<br />
----<br />
* Add a note I1.62 stating that the contractor is responsible for asbestos abatement if they choose to remove the handrail to slip-form the blockout in EPG [[751.50 Standard Detailing Notes#I1. General|751.50 - I1 General]].<br />
* Updated EPG [[:Category:747 Bridge Reports and Layouts#747.2.3.4 Profile Sheets|747.2.3.4 Profile Sheets]] and [[:Category:747 Bridge Reports and Layouts#747.2.3.4.1.3 Additional Information for Railroad Crossings|747.2.3.6.3 Additional Information for Railroad Crossings]], field shots have been increased to 1,000 ft. each side of structure.<br />
* Revisions to EPG [[LPA:136.3 Federal Aid Basics#136.3.10.1 Background|136.3.10.1]] adds language to allow special road districts to receive soft match credit, and further requires that any agency doing so must be a legally identified politial subdivision in good financial standing.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 29, 2025<br />
----<br />
* Simplified barrier and railing usage guidance to align with current practice. Added guidance for concrete barrier with fence attachments. in EPG [[751.1 Preliminary Design#751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.1 Concrete Barriers|751.12.1 Concrete Barriers]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.2 Two Tube Rail (Top Mounted)|751.12.2 Two Tube Rail (Top Mounted)]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 28, 2025<br />
----<br />
* Guidance added for anchor bolt sizes, coating requirements, and Grade 105 hardware in EPG [[751.11 Bearings#751.11.3 Details|751.11.3 Bearings - Details]] and [[751.50 Standard Detailing Notes#H3. Bearings|Standard Detailing Notes - H3. Bearings]] .<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2025<br />
----<br />
* Updated Web Wall guidance in EPG [[751.1 Preliminary Design#751.1.2.28 Web Walls|751.1.2.28 Web Walls]] to match current practice.<br />
* Increased minimum specified thickness for polyester polymer concrete from 3/4" to 1" minimum thickness to ensure not less than 3/4" applied in field in EPG [[751.1 Preliminary Design#751.1.3.6 Deck Treatment|751.1.3.6 Deck Treatment]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 24, 2025<br />
----<br />
* Added EPG [[233.5 Intersection Alternatives]] providing additional guidance about intersection types implemented throughout the state with more context for consideration and comparisons.<br />
* Added EPG [[:Category:241 Aesthetic Considerations#241.7 Roundabout Aesthetic Structure|241.7 Roundabout Aesthetic Structure]] regarding new policy for determining what is allowed and the submittal/approval processes for roundabout structures on MoDOT right of way.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2025<br />
----<br />
* Update to EPG [[:Category:110 State and Federal Wage Rates and Other Requirements#110.1 Wage Rates (Guidance for Sec 110.1)|110.1 Wage Rates]] to provide clarity to who is responsible for running the report.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 9, 2025<br />
----<br />
* Updates to billboard policies were made to EPG [[236.16 Outdoor Advertising]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 3, 2025<br />
----<br />
* Updated EPG [[141.1 Cost Share Program]] to reflect the Commission policy change that increased the set aside portion for economic development from 10% to 20%.<br />
* EPG [https://epg.modot.org/forms/general_files/DE/RW-LPA/CS_Invoice_Documentation_Checklist.docx Fig. 136.4.18] is being revised to include supporting documentation requirements related to consultant travel expenses.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 2, 2025<br />
----<br />
* EPG [[147.3 Job Order Contracting (JOC)#147.3.9 Change Order Approvals|147.3.9 Change Order Approvals]] was updated with minor changes.<br />
* Minor updates were made to several Multimodal Boilerplate Agreement templates due to required federal changes in EPG [[153.19 Multimodal]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 24, 2024<br />
----<br />
* COCCO/RCO and COROW have collectively determined the Alternative Location Letters as defined within EPG [[:Category:235 Preliminary Plans#235.6 Approval of Preliminary Plan|Approval of Preliminary Plan]] and EPG [[236.10 Right Of Way Condemnation#236.10.7.3 Written Notice (RSMo 523.250)|236.10.7.3 Written Notice (RSMo 523.250)]] ARE NO LONGER REQUIRED. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 13, 2024<br />
----<br />
* Adjusted language to use a prescriptive term for water elevation in EPG [[751.1 Preliminary Design#751.1.2.9.2 Steel Girder Options|751.1.2.9.2 Steel Girder Options]].<br />
* Revised EPG [[106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]] to provide a definition of qualified lists. This is to help clarify the difference between qualified materials and materials on the pre-apporved list (PAL).<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2024<br />
----<br />
* Updated EPG [[643.4 Railroads#643.4.1.6 Property Rights from Railroads|643.4.1.6 Property Rights from Railroads]] and EPG[[236.7 Negotiation#236.7.5.2 Railroads|236.7.5.2 Railroads]]to match current process of ROW liaisons coordinating ROW acquisition with RR companies rather than the Multimodal RR staff.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 11, 2024<br />
----<br />
* Removed TR17 Traffic Engineering Studies and TR18 Towing Services Agreement from EPG [[153.21 Traffic]], they are no longer used.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 27, 2024<br />
----<br />
* Added guidance to EPG [[:Category:109 Measurement and Payment#109.12.2 Change Order Approval|109.12.2 Change Order Approval]] to disallow the practice of contractors typing disclaimers on change orders when they sign.<br />
* Revised EPG [[751.24 Retaining Walls#751.24.2.1 Design|751.24.2.1 Design]] to allow wetcast modular wall blocks in splash zones for non-critical structural application. <br />
* Updated EPG [[751.32 Concrete Pile Cap Intermediate Bents#751.32.4.2 Encased Pile Cap Bent|751.32.4.2 Encased Pile Cap Bent]] to allow #4 @ 12" (min.) stirrup bars for encased pile cap bents instead of #5 @ 12” (min.). <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 21, 2024<br />
----<br />
* Harden language to not allow multi-cell box culverts where medium to heavy drift/debris is reported in EPG [[751.1 Preliminary Design#751.1.2.8 Box Culverts|751.1.2.8 Box Culverts]].<br />
* Clarified TSR information for sample records in EPG [[:Category:403 Asphaltic Concrete Pavement#403.1.5 Mixture Production Specification Limits .28Sec 403.5.29|403.1.5 Mixture Production Specification Limits (Sec 403.5)]].<br />
* Updating EPG [[642.14 ADA Transition Plan|642.14 ADA Transition Plan|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] to better describe the process for removal of pedestrian facilities that are not the responsbility of the MoDOT and adds a reference to EPG [[642.2 Consideration of Pedestrian Facilites on Projects|642.2 Consideration of Pedestrian Facilities on Projects]].<br />
* Updated EPG [[903.6 Warning Signs#903.6.11 Chevron Alignment Sign .28W1-8.29 .28MUTCD Section 2C.09.29|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] this revision involves cleaning up and making the language of the policy more clear to users, removing old information regarding chevrons that no longer apply, changing the current policy from 10mph or greater speed difference to 15mph or greater speed difference, including new language from the 2023 MUTCD.<br />
* ASTM A252 Grade 3 may not be meeting weldable material requirements - updates were made to [[:Category:702 Load-Bearing Piles#702.1.1 Cast-In-Place .28CIP.29 Concrete Piles .28Sec 702.2.1.29|702.1.1 Cast-In-Place (CIP) Concrete Piles (Sec 702.2.1)]], [[751.3 Structural Steel Design Properties]], [[751.36 Driven Piles#751.36.2.1.2 Cast-In-Place .28CIP.29 Pile|751.36.2.1.2 Cast-In-Place (CIP) Pile]], [[751.36 Driven Piles#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity .28PNDC.29 of an individual pile|751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile]], [[751.36 Driven Piles#751.36.5.7.1.2 Design Values for Individual Cast-In-Place .28CIP.29 Pile|751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.36 Driven Piles#751.36.5.7.2.2 Design Values for Individual Cast-In-Place .28CIP.29 Pile|751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.39 Pile Footings#751.39.6.2 Pile Pull-out Force|751.39.6.2 Pile Pull-out Force]], and [[751.50 Standard Detailing Notes|751.50 Standard Detailing Notes A1.3, G5a1 and G5b1]].<br />
* Updated the buffer that contractors must utilize if human remains are encountered during construction in EPG [[127.2 Historic Preservation and Cultural Resources#127.2.9.2 Human Remains Encountered During Construction|127.2.9.2 Human Remains Encountered During Construction]].<br />
* Added [[751.50 Standard Detailing Notes#I1. General|751.50 Standard Detailing Notes I1.18]] to use with polyester polymer concrete (PPC) wearing surfaces.<br />
* Clarify staged bridge construction with MSE walls at the abutments and minimum backfill cover requirements for drainpipe under the leveling pad in EPG [[751.1 Preliminary Design#751.1.2.11 Staged Construction|751.1.2.11 Staged Construction]], [[751.24 Retaining Walls#751.24.2.1 Design|751.24.2.1 Design]] and [[751.50 Standard Detailing Notes#J1. General|751.50 note J1.43]].<br />
* Reorganization of EPG [[751.40 LFD Widening and Repair]].<br />
* The revisions to EPG [[:Category:1001 General Requirements for Material|1001 General Requirements for Material]], [[:Category:1005 Aggregate for Concrete|1005 Aggregate for Concrete]], and [[106.3.2.93 TM-93, Alkali Carbonate Reactivity Screening]] will help ensure concrete pavement and masonry are durable and will last the anticipated life span.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 20, 2024<br />
----<br />
* Updated EPG [[:Category:108 Prosecution and Progress#108.16 Project Dates|108.16 Project Dates]] the internal process was rearranged so dates flow with life of project. Removed references to actual and projected dates, they are no longer used in AWP software.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 11, 2024<br />
----<br />
* Removed restriction for use of transparent bridge deck forms on horizontally curved structures in [[751.10 General Superstructure#751.10.2.4 Transparent Forms| EPG 751.10.2.4 Transparent Forms]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 10, 2024<br />
----<br />
* Revised Tack Coat application rate for estimating quantities for bridges in [[751.6 General Quantities#751.6.2.16 Tack Coat| EPG 751.6.2.16 Tack Coat]].<br />
* Updated guidance with the State Funded ROW A-date process and clarified some other steps regarding the limited a-date process in [[236.3 Administration#236.3.4 Right of Way Acquisition Authority and Project Funding| EPG 236.3.4 Right of Way Acquisition Authority and Project Funding]]. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 9, 2024<br />
----<br />
* Update guidance on addressing apprenticeship guidance on prevailing wage rates in [[:Category:110 State and Federal Wage Rates and Other Requirements#110.3 Prevailing Wages and Records .28Guidance for Sec 110.3.29| EPG110.3 Prevailing Wages and Records (Guidance for Sec 110.3)]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 16, 2024<br />
----<br />
* Revised monetary limits due to the new 49 CFR part 24 final rule for relocation benefits and minor grammar updates were also made in [[236.8 Relocation Assistance Program|EPG 236.8 Relocation Assistance Program]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 22, 2024<br />
----<br />
* Updated EPG [[:Category:408 Prime Coat#408.1.5 Method of Measurement .28Sec 408.5.29|408.1.5 Method of Measurement (Sec 408.5)]] to provide guidance and specifications for volume correction of liquid asphalt.<br />
* Updated Longitudinal Buffer Spaces (Table 616.3.6) in EPG [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.4 Side Road Tapers|616.3.6.4 Side Road Tapers]].<br />
* Updates to EPG [[:Category:618 Mobilization|618 Mobilization]], this eliminates a separate payment for contract bond and RR insurance. No change to the retention of mobilization in excess of 10% of the contract (released at acceptance for maintenance).<br />
* Updates to reflect LRFD seismic bridge and retaining wall design policy implementation in EPG [[321.2 Geotechnical Guidelines#321.2.4.4 Light Towers|321.2.4.4]], [[:Category:720 Mechanically Stabilized Earth Wall Systems#720.1 Materials Guidance for Sec 720|720.1]], [[:Category:747 Bridge Reports and Layouts#747.2.6.2 Mechanically Stabilized Earth .28MSE.29 Wall Systems|747.2.6.2]], [[:Category:751 LRFD Bridge Design Guidelines|multiple articles in 751]], [[:Category:756 Seismic Design|756]] and [[:Category:1052 Mechanically Stabilized Earth Wall (MSE) and Sound Wall System Components|multiple articles in 1052]].<br />
* Include EPG guidance for use of stay-in-place transparent forms for bridge decks in EPG [[751.6 General Quantities#751.6.1 Index of Quantities|751.6.1 Index of Quantities]], [[751.10 General Superstructure#751.10.1.7 Standard Bridge Deck Details|751.10.1.7 Standard Bridge Deck Details]], [[751.10 General Superstructure#751.10.2.4 Transparent Forms|751.10.2.4 Transparent Forms]] and [[751.50 Standard Detailing Notes#B3c. Slabs on Steel.2C Concrete and Semi-Deep Abutment.2C and Reinforced Concrete Wearing Surfaces.|751.50 Standard Detailing Notes]].<br />
* Chain link fence revised for LRFD specifications and added 120-inch straight and 96-inch curved chain link fence options. Fence posts are attached to top of curb. Chain link fence with Type D and H barrier options also added to allow the barrier to be slip-formed with chain link fence posts attached to back face of barrier, see EPG [[751.5 Structural Detailing Guidelines#751.5.8.5 Pedestrian Railing|751.5.8.5 Pedestrian Railing]], [[751.6 General Quantities]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.4 Chain Link Fence|751.12.4 Chain Link Fence]] and [[751.50 Standard Detailing Notes#H11. Fences and Sidewalks|751.50-H11 Standard Detailing Notes]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 18, 2024<br />
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* EPG [[751.1 Preliminary Design#751.1.3.4 Barrier or Railing Type.2C Height and Guidelines for Curb Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]] was updated to correct the crash test classification for the 12” x 29” vertical bridge barrier. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 11, 2024<br />
----<br />
* Current armor detail is no longer in production. An optional armor detail is provided in bridge standard drawings. Added a standard note for those drawings to EPG [[751.50 Standard Detailing Notes#H5d. Strip Seal .28Notes for Bridge Standard Drawings.29|751.50]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 3, 2024<br />
----<br />
* Updated Safer Document in EPG [[907.9 Safety Assessment For Every Roadway (SAFER)|907.9]].<br />
* Updated the language in EPG [[:Category:128 Conceptual Studies#128.2 Preventive Maintenance Projects .281R and 2R.29|128.2 Preventive Maintenance Projects (1R and 2R)]] to be consistent with the messaging for the SAFER program. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 2, 2024<br />
----<br />
* EPG [[:Category:941 Permits and Access Requests#941.9.8.4 Culvert Pipe|941.9.8.4 Culvert Pipe]] updates the terminology of the plastic pipes and updates the guidance on use with driveways.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2024<br />
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* Update EPG [[147.3 Job Order Contracting (JOC)]] to provide clarity for submitting non-standard JOCs.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2024<br />
----<br />
* Updated processes and procedures related to Environmental/Historic Preservation work on LPA projects in EPG [[LPA:136.6 Environmental and Cultural Requirements|136.6 Environmental and Cultural Requirements]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 5, 2024<br />
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* Added a standard note to ensure that touch-up products for galvanized reinforcing steel do not contain aluminum in EPG [[751.50 Standard Detailing Notes#C1. Bill of Reinforcing Steel|751.50 Standard Detailing Notes]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 28, 2024<br />
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* EPG [[:Category:105 Control of Work#105.15.2 Final Acceptance|105.15.2 Final Acceptance]] was updated to clarify the DBE Final Payment Form now serves as the required DBE Participation List and Final Verification.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 23, 2024<br />
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* Updated EPG [[751.37 Drilled Shafts#751.37.1.1 Dimensions and Nomenclature|751.37.1.1 Dimensions and Nomenclature]], [[751.37 Drilled Shafts#751.37.1.6 Drilled Shaft General Detail Considerations|751.37.1.6 Drilled Shaft General Detail Considerations]] and [[751.50 Standard Detailing Notes#G8. Drilled Shaft|751.50 Standard Detailing Notes - G8. Drilled Shaft]] to clarify column and drilled shaft connection details so contractors do not insert column reinforcements or dowel bars into drilled shaft’s wet concrete.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2024<br />
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* Updated EPG [[106.3.2.59 TM-59, Determination of the International Roughness Index]] - Profiler certification requirements have changed. Smoothness dispute resolutions no longer settled by the MoDOT SurPro and will require a Third Party.<br />
* MoDOT's guidance for use of guard cable has been updated to clarify low-tension references are for repairs only and all new installations will be high-tension guard cable. These revisions also include guidance for splicing both high-tension and low-tension guard cable in EPG [[231.1 Median Width#231.1.2 Barrier Types|231.1.2 Barrier Types]], [[606.2 Guard Cable]], [[:Category:617 Traffic Barrier|617 traffic barrier]] and [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Guard Cable Material|1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Guard Cable Material]].<br />
* Updated EPG [[:Category:612 Impact Attenuators|612 Impact Attenuators]], [[:Category:612 Impact Attenuators#612.4 Construction Inspection Guidelines|612.4 Construction Inspection Guidelines]] and [[616.23 Traffic Control for Field Operations#616.23.2.5.11 Protective Vehicles|616.23.2.5.11 Protective Vehicles]] - This clarifies usage of Impact Attenuators within Work Zones. These clarifications align with recent revisions to TAs and TMA usage.<br />
* Revised content in EPG [[616.19 Quality Standards for Temporary Traffic Control Devices|616.19 - Quality Standards for Temporary Traffic Control Devices]] to language consistent with current policy and rearranged to flow with the order of first appearance in a work zone. Some revisions included eliminating outdated or unnecessary content, including pictures, for the specific article.<br />
* Updates to EPG [[751.1 Preliminary Design#751.1.3.4 Barrier or Railing Type.2C Height and Guidelines for Curb Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]], [[751.8 LRFD Concrete Box Culverts#751.8.3.5 Miscellaneous|751.8.3.5 Miscellaneous]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.2 Two Tube Rail .28Top Mounted.29|751.12.2 Two Tube Rail (Top Mounted)]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.6 Culvert Guardrail .28Top Mounted.29|751.12.6 Culvert Guardrail (Top Mounted)]] and [[751.50 Standard Detailing Notes]] provide a MASH option for attaching guardrail to box culverts. These revisions also include guidance for Two Tube Bridge Railings. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 13, 2024<br />
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* Updated the Missouri Uniform Crash Report Preparation Manual in [[907.4 Missouri Uniform Accident Report|EPG 907.4]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 10, 2024<br />
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* [[902.15 Designing a Traffic Signal#902.15.3.1 Optional Bidding of Traffic Signal Detectors|EPG 902.15.3.1]] has been revised to allow core team to specify signal detection type to be documented with memo in eProjects instead of a design exception.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 27, 2024<br />
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*[[751.1 Preliminary Design|EPG 751.1 Preliminary Design]] and [[751.36 Driven Piles|EPG 751.36 Driven Piles]] were revised to clarify guidance for field verification of pile driving which affects design and construction.<br />
*[[751.5 Structural Detailing Guidelines#751.5.9.2.1.2 Bend Shapes|EPG 751.5.9.2.1.2 Bend Shapes]]: New article under the general information for reinforcing steel explaining MoDOT’s bent bar shapes used in structures.<br />
*[[751.5 Structural Detailing Guidelines#751.5.9.2.7 Length Calculations|EPG 751.5.9.2.7 Length Calculations]]: Clarified calculations for hook dimensions and bend deductions.<br />
*[[751.11 Bearings#751.11.3.5 Anchor Bolts|EPG 751.11.3.5]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.3 Type D and H .2842.CA.BA and 32.CA.BA single sloped railing.29|751.12.1.3-6]],[[751.22 Prestressed Concrete I Girders#751.22.3.4.1 Reinforcing Steel Details|751.22.3.4.1]] and [[751.31 Open Concrete Intermediate Bents|751.31]],[[751.32 Concrete Pile Cap Intermediate Bents|32]] & [[751.35 Concrete Pile Cap Integral End Bents|35]]: Revised references to stirrup pin bend shapes. Revised bar shape dimensions or shape numbers in accordance with revisions to the bill of reinforcing standard drawing.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 14, 2024<br />
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*Changes made to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.23 Signal Indications for Left-Turn Movements .E2.80.93 General .28MUTCD Section 4D.17.29|902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17)]] due to new guidelines for Protected Only Left Turns.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 23, 2024<br />
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*Change made to [[230.1 Horizontal Alignment#230.1.5 Spiral Transition Curves|EPG 230.1.5 Spiral Transition Curves]] due to a change in the 2018 AASHTO Green Book for superelevation runoff lengths for 50+ mph.<br />
*[[616.8 Typical Applications (MUTCD 6H)#616.8.1 Temporary Traffic Control for Contract Plan Sheet Development|616.8.1 Temporary Traffic Control for Contract Plan Sheet Development]] clarifies stationary TMAs will become a new lump sum bid item with applicable new TMA JSP. Mobile operation TMAs will be incidental to the bid items that utilize such methods to get a task done.<br />
*Clarified guidance for conduit clamp anchors versus anchor bolts in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs|EPG 751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]] and [[751.50 Standard Detailing Notes#H4. Conduit System|EPG 751.50 - H4. Conduit System]].<br />
*Provided a MASH TL-4 steel barrier alternate for bridges. Creating MO Std Plans 606.61 and Bridge Standard Drawings TTR04 & 05. Adding standard notes to [[751.50 Standard Detailing Notes#H9. Thrie Beam and Other Rail Types .28Notes for Bridge Standard Drawings.29|EPG 751.50 - H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings).]]<br />
*Updated [[:Category:1048 Pavement Marking Material#1048.2.1.1 Qualified List|EPG 1048.2.1.1 Qualified List]] due to NTPEP has changed their name to AASHTO Product Evaluation and Audit Solutions.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 18, 2023<br />
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*Updates were made to [[236.12_Quality_Assurance_Reviews|236.12 Quality Assurance Reviews]] to provide a more accurate description of the current processes and procedures of our QARs.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 22, 2023<br />
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*Changes made to EPG guidelines for flags in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs|616.6.2.2 Flags and Advance Warning Rail System on Signs]] and [[616.5_Flagger_Control_(MUTCD_Chapter_6E)#616.5.3.4_Single_Flagger|616.5.3.4 Single Flagger]] to meet the Manual on Uniform Traffic Control Devices (MUTCD). [[:Category:612_Impact_Attenuators#612.1.4_MoDOT_Equipment.2FMaterials_Stored_in_Bed_of_Protective_Vehicle_Guidelines|612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines]] was updated to describe how to safely carry loads/cargo in back of the PV as long as it is secure.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 19, 2023<br />
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*Added new EPG article [[907.10_Complete_Streets|907.10 Complete Streets]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 15, 2023<br />
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*[[616.8_Typical_Applications_(MUTCD_6H)|616.8 Typical Applications (MUTCD 6H)]] was updated.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 22, 2023<br />
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*Added info and related notes & pay items to EPG for Decorative Pedestrian Fence. Creating Bridge Standard Drawings. Incorporating a Bridge Pre-qualified Listing (BPPL) for decorative fencing in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.5_Decorative_Pedestrian_Fence|751.12.5 Decorative Pedestrian Fence]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]]. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 14, 2023<br />
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*Updated guidance that indicates when temporary stop signs should be placed at signalized intersections where the electric is out in EPG [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.43.1_Temporary_Stop_Signs_at_Signalized_Intersections|902.5.43.1 Temporary Stop Signs at Signalized Intersections]].<br />
*Updated wind loads in EPG [[751.2_Loads#751.2.2.3_Wind_Loads|751.2.23 Wind Loads]] to current LRFD Bridge design Specifications.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 11, 2023<br />
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*Updated EPG [[:Category:753_Bridge_Inspection_Rating|753.15 (Section 15) - Bridge Inspection Rating Manual]] to make the load rating process clearer to users. For efficiency purposes, excel Load Rating Summary Sheets have also been added to the EPG.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 21, 2023<br />
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*Updated and created new graphs for EPG [[751.22_Prestressed_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|751.22.1.3 Typical Span Ranges]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.1.4_Span_and_Structure_Lengths|751.21.4 Span and Structure Lengths]] to better reflect current design practices,<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 19, 2023<br />
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*Revised [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] to add Type IV Fluorescent Orange, replacing Type IV Orange and Type IX/XI Fluorescent Orange for trim-line and drum-like channelizers. Type IV Fluorescent Orange will provide better visibility and luminance at driver's normal observation angle. Type IX/XI are designed for higher observation angle performance and incur higher costs to the TTCD.<br />
<br />
*Revised [[:Category:1041_Polypropylene_Culvert_Pipe#1041.7_Polypropylene_Culvert_Pipe_Properties|1041.7 Polypropylene Culvert Pipe Properties]] for current AASHTO references concerning polypropylene storm sewer pipe and NTPEP requirement to be placed on the qualified list. [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2]] was also updated to clean up some wording to accurately describe which pipe type is allowable for each group of pipe.<br />
<br />
*Added guidance on the change from the contractor self perform requirement from 40% to 30% in [[:Category:108_Prosecution_and_Progress#108.1.1_Review_and_Approval_of_a_Subcontract_Request|108.1.1 Review and Approval of a Subcontract Request]].<br />
<br />
*[[:Category:1017_Slag_Cement|1017 Slag Cement]] was revised to better define slag. Slag cement is the industry terminalolgy and intended material. <br />
<br />
*Modify referenced ASTM materal standards for HDPE in [[:Category:1060_Electrical_Conduit|1060 Electrical Conduit]] to accurately reflect use as electrical conduit.<br />
<br />
*[[:Category:1007_Aggregate_for_Base|1007 Aggregate for Base]] processes for the Districts and CM Lab are being updated to establish how comparable and non-comparable tests and material will be handled. <br />
<br />
*Added AASHTO Reference for filter sock to [[806.2_Sediment_Control_Measures|806.2 Sediment Control Measures]] and [[806.8_Storm_Water_Pollution_Prevention_Plan_(SWPPP)#806.8.6.4_Sediment_Control_Measures|806.8.6.4 Sediment Control Measures]].<br />
<br />
*[[616.27_Fleet_Lighting|Fleet Lighting]] and [[:Category:612_Impact_Attenuators#612.1.2_MoDOT_Protective_Vehicle.2FTMA_Marking_and_Lighting|612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting]] were updated to align with the new typical applications.<br />
<br />
*Shop drawing review and fabrication inspection responsibilities have been updated in [[106.16_Special_Designs_and_Shop_Drawings#106.16.2_Shop_Drawings|106.16.2 Shop Drawings]] and [[:Category:1080_Structural_Steel_Fabrication#1080.2_Fabrication_Inspection_Shipment_Release_.28FISR.29|1080.2 Fabrication Inspection Shipment Release (FISR)]]<br />
<br />
*Updated [[:Category:950_Automated_Traffic_Enforcement#950.1.4_Violation_Study|950.1.4 Violation Study]] and [[:Category:950_Automated_Traffic_Enforcement#950.1.6_Conditions_for_Intersections_with_Automated_Red-Light_Violation_Enforcement_Equipment_Installed_After_January_2011|950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]]. Clarifcation was added for who at MoDOT will review the data.<br />
<br />
*[[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|751.10.1.12 Slab Pouring Sequences and Construction Joints]] and [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|H6. Pouring and Finishing Concrete Slabs]] have been updated to clarify for simple spans and for redecks (both don’t require pouring sequences) that decks shall be poured up grade.<br />
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*[[:Category:242_Optional_and_Alternate_Pavement_Designs#242.6_Specifying_One_Pavement_Type|242.6 Specifying One Pavement Type]] was updated to change documentation requirements from Design Exception, to file a memo in eProjects. The State Design Engineer and State Construction and Materials Engineer will still need to be informed when one pavement type is specified on a MoDOT contract.<br />
<br />
*Added acceeleration/decereation lane guidance lookup table to [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4:_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2023<br />
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*Updated TRB’s NCHRP Report 1043, Guide for Roundabouts in [[233.3_Roundabouts|233.3 Roundabouts]]<br />
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*Updated [[:Category:753_Bridge_Inspection_Rating|753 Bridge Inspection Rating]] - A new section was added to the Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri<br />
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*Updated [[:Category:941_Permits_and_Access_Requests#941.10_Automated_License_Plate_Readers_and_Pan-Tilt-Zoom_Cameras|941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] to reflect new approval process with the Department of Public Safety and clearification on existing guidance.<br />
<br />
*Updates to [[:Category:941_Permits_and_Access_Requests#941.2_Entrance_Requests_Within_Controlled_Access_Right_of_Way|941.2 Entrance Requests Within Controlled Access Right of Way]] have been made to improve coordination between district traffic and right of way staff.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 24, 2023<br />
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*Added two new Material Inspection Test Methods to 106.3.2: [[106.3.2.91_TM-91,_Determination_of_Total_Sulfur_in_Fly_Ash_by_Sodium_Carbonate_fusion|106.3.2.91 TM-91, Determination of Total Sulfur in Fly Ash by Sodium Carbonate fusion]] and [[106.3.2.92_TM-92,_Determination_of_Sulfide_sulfur_by_oxidation_of_blended_slag_cements|106.3.2.92 TM-92, Determination of Sulfide sulfur by oxidation of blended slag cements]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 1, 2023<br />
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*Updated [[Media:903.2a_Signpost_Selection_Guide_2022-5-23.xls|Signpost Selection Guide]] to show "BREAKAWAY REQUIRED" note for applicable entries in the PSST tab.<br />
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*Revised [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.4_Prestressing_Strands|EPG 751.21.3.4]] to always use regular-size and fully stressed prestressing strands for the top two prestressing strands for the purpose of supporting the reinforcement cage. The 3/8” support strands are not sufficiently supporting the reinforcement cage. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 26, 2023<br />
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*Due to a new code of federal regulations relating to bridge weight classifications, [[903.5_Regulatory_Signs#903.5.36_Weight_Limit_Signs_.28R12_Series.29_.28MUTCD_Section_2B.59.29|903.5.36]] has been updated to reflect the changes in signs which will be associated with the new classifications.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2023<br />
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*A revision to Sec 401.7.6 will clarify that the density requirement applies to only unconfined longitudinal joints. [[:Category:401_Bituminous_Base_and_Pavement#401.2.6_Construction_Requirements_.28Sec_401.7.29|EPG 401.2.6]] pertaining to this spec has been modified.<br />
<br />
*Updated [[751.10_General_Superstructure#751.10.4_Conduit_Systems|EPG 751.10.4]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|751.50]] to clarify allowed conduit size and junction box size in concrete barrier Type D, Type H, bridge abutment wing and slab.<br />
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*Added the reasoning behind the 90 day camber for typical bridge projects in [[751.22_Prestressed_Concrete_I_Girders|EPG 751.22]] and consideration of line sag is necessary to retrieve accurate camber measurements in [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.13_Inspection_of_Completed_Members|EPG 1029.2.13.]]<br />
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*Updated [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.3.3_Rock_Ditch_Liner|EPG 750.6.3.3]] clarifying that geotextile is required with Rock Blanket, and now requiring in all installations of Rock Ditch Liner.<br />
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*Updated [[:Category:450_Bituminous_Pavement_Design|EPG 450]] to reflect a change in policy to increase minimum lift thicknesses for Superpave and Bituminous Pavement mixes, as per "four times the nominal maximum aggregate size" as recommended by NCHRP study. Additionally, language was added to explain MSCR Graded binders.<br />
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*Update to current sheeting types in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|EPG 616.6.]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2023<br />
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*References to LRFD specifications for development lengths and splice lengths have been updated to those of the current version of the AASHTO LRFD Bridge Design Specifications.<br />
*Articles [[751.5_Structural_Detailing_Guidelines|751.5]] and [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1]] have been updated to reflect these changes.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 12, 2023<br />
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*Added verification of signature link and updating language addressing types of appraisals required during condemnations in [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.5.2_Title_Information|EPG 136.8.5.2]], [[236.7_Negotiation#236.7.1.13_Pre-Negotiation_Preparation|EPG 236.7.1.13]], and [[EPG 236.10_Right_Of_Way_Condemnation#236.10.7.5_Appraisal.2C_Waiver_Valuation_and_Written_Offer_.28RSMo_523.253.29|236.10.7.5]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 8, 2023<br />
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*Updated the terminology of divisional (formerly median) islands constructed with non-mountable curbs in EPG Articles [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.12_Islands|233.2.12 Islands]], [[643.4_Railroads#643.4.1.14_Railroad_Crossing_Median_Islands|643.4.1.14 Railroad Crossing Median Islands]] and [[901.1_Lighting_to_be_Provided,_Operated,_and_Maintained_at_State_Expense|901.1.2 Basic Lighting and Intersections Including Ramp Terminals at Crossroads]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 7, 2023<br />
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*Archived [[:Category:405 Processing Reclaimed Asphalt|405 Processing Reclaimed Asphalt]]. The information in this Article is outdated and has been removed.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2023<br />
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*Updated [[:Category:401_Bituminous_Base_and_Pavement#401.2.3_Job_Mix_Formula_.28Sec_401.4.29|EPG 401.2.3]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.4_Job_Mix_Formula|EPG 403.1.4]] so that District Materials may approve mix transfers if the mix quantity per project is 250 tons or less provided the mix type and contract binder grade match what’s listed on the plan sheets or change order.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 1, 2023<br />
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*[[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.87_Temporary_Rumble_Strips_.28MUTCD_6F.87.29|616.6.87 Temporary Rumble_Strips (MUTCD_6F.87)]] has been updated to discontinue short-term temporary rumble strips and continue the use of long-term temporary rumble strips.<br />
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*Added FS37_Carbon_Reduction_Program_(CRP)_Funds to [[153.11_Financial_Services|EPG 153.11 Financial Services]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2023<br />
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*Updated [[:Category:139_Design_-_Build|EPG 139 Design-Build]]</br><br />
This revision updates the Design-Build guidance and processes for invoice reviews, risk to identify auditing, and other minor revisions.<br />
<br />
*Updated [[:Category:134_Engineering_Professional_Services|EPG 134 Engineering Professional Services]]</br><br />
Revisions to EPG 134 better emphasize how conflicts of interest are identified, better defines the solicitation and selection process, rating/scoring of consultants, and brings the entire process up to current practices. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 19, 2023 <br />
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*Updated [[LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management|EPG 136.4]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 18, 2023 <br />
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*Revising various specs and EPG articles ([[751.1_Preliminary_Design#751.1.2.9_Girder_Type_Selection|EPG 751.1.2.9]], [[751.6_General_Quantities|751.6]], [[751.14_Steel_Superstructure#751.14.5.8_Protective_Coating_Requirements|751.14.5.8]], [[751.50_Standard_Detailing_Notes|751.50]], [[:Category:1045_Paint_for_Structural_Steel|1045]]) for updates to preferred paint systems. Adding organic zinc coatings and removing calcium sulfonate.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2023 <br />
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*Update [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|EPG 903.6.11]] Chevron Alignment Sign (W1-8)<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 1, 2023 <br />
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*Updated [[616.8_Typical_Applications_(MUTCD_6H)]]</br><br />
*Added new Typical Applications Effective January 1, 2023<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2022<br />
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*Renamed and updated 127.28 Linking Planning and the National Environmental Policy Act (NEPA) to [[127.28_Planning_and_Environmental_Linkages_(PEL)_and_the_National_Environmental_Policy_Act_(NEPA)|127.28 Planning and Environmental Linkages (PEL) and the National Environmental Policy Act (NEPA)]]. The intent and definition of a PEL has changed since the EPG article was written. This update makes it current to practice. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 6, 2022<br />
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*[[910.5_ITS_Improvements_Procurement#910.5.1_ITS_Procurement_Overview|910.5.1]] - Added 2 CFR 200.216 reference on prohibited vendors<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 28, 2022<br />
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*Added new EPG Article [[153.4 Administrative|153.4 Administrative]] in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 15, 2022<br />
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*[[131.2_Proprietary_Items_and_Public_Interest_Findings|EPG 131.2]] - Removed FHWA and CFR references due to the Changes in 2019 no longer requiring it.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 10, 2022<br />
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*Correcting language related to NEPA and plan development milestones in EPG [[127.1_Request_for_Environmental_Services#127.1.2.2_Preliminary_Plans_Stage|127.1.2.2]], [[:Category:235_Preliminary_Plans#235.1_Purpose|235.1]], [[:Category:235_Preliminary_Plans#235.2_Procedure|235.2]], [[:Category:235_Preliminary_Plans#235.6_Approval_of_Preliminary_Plan|235.6]], [[236.13_Designing_Right_of_Way_Plans|236.13]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 01, 2022<br />
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*Modified [[LPA:136.1 Introduction#136.1.3.2 Preliminary and Final Design|EPG 136.1.3.2]], [[LPA:136.7 Design#136.7.2.1.6.1 Minimum Plan Requirements|EPG 136.7.2.1.6.1]], and [[LPA:136.7 Design#136.7.2.2.5.1 General Guidance|EPG 136.7.2.2.5.1]]. Added clarification of the requirement to have LPA preliminary plans reviewed and approved prior to submitting ROW plans for review and approval and provide the approval on a specific memo. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 24, 2022<br />
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*[[:Category:403_Asphaltic_Concrete_Pavement#403.1_Construction_Inspection_for_Sec_403|EPG Section 403.1]] has been revised primarily to incorporate a longstanding separate Word doc, which explained sampling, testing and acceptance procedures for projects with Superpave mixes. Additional revisions were made to update in accordance with current construction and materials specifications.<br />
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*[[903.3_Ground-Mounted_Sign_Supports#903.3.4.4_Pipe_Posts|903.3.4.4]] was updated to eliminate redundant 3" pipe post and update capacities.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2022<br />
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*[[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_.28Sec_712.7.29|EPG 712.1.5]] updated to reflect modified testing requirements for high strength bolts.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 13, 2022<br />
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Updated wording in [[806.1 Erosion Control Measures#806.1.7 Temporary Seeding|EPG 806.1.7 Temporary Seeding]], [[806.1 Erosion Control Measures#806.1.7.1 Design Considerations|EPG 806.1.7.1 Design Considerations]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching ]]to be in sync with the July 2022 Revisions<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 8, 2022<br />
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Updated the guidance for [[:Category:129 Public Involvement|EPG Category:129 Public Involvement]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 6, 2022<br />
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Updated Request for Environmental Services(RES) Instruction Manual in [[:Category:101 Standard Forms|EPG Category:101 Standard Forms]], [[127.1 Request for Environmental Services|EPG 127.1 Request for Environmental Services]] and [[:Category:128 Conceptual Studies|EPG Category:128 Conceptual Studies]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 1, 2022<br />
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Updated figures [[Media:136.6.15_e106_Example_2022.pdf|136.6.15 Example e106 Form]] and [[Media:136.6.16 2022.pdf|136.6.16 LPA Project Checklist for Adverse Effects]] in [[LPA:136.6 Environmental and Cultural Requirements|EPG LPA:136.6 Environmental and Cultural Requirements]]<br />
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Updated the table in [[153.21 Traffic|EPG 153.21 Traffic]] TR06 was modified and TR07 and TR30 were removed<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 31, 2022<br />
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Noise Ordinance Signing overhauled to [[903.5 Regulatory Signs#903.5.43 Engine Brake Muffler Required Signing|EPG 903.5.43 Engine Brake Muffler Required Signing]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 28, 2022<br />
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Update to [[:616.14 Work Zone Safety and Mobility Policy#616.14.3.4_Work_Zone_Review_Team|EPG 616.14.3.4 Work Zone Review Team]] - During work zone reviews, video recording is used to help viewing work zone after the formal review if there is questions of the work zone. The video recording allows to retain up to 5 buisiness days and then shall be deleted<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 25, 2022<br />
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The [[:Category:753 Bridge Inspection Rating|Bridge Inspection Rating Manual]] has been updated<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 20, 2022<br />
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Removed Warning lights from [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]], [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|EPG 616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] and [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)|EPG 616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 29, 2022<br />
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[[620.6 Colored Pavements#620.6.1 School Logo Pavement Markings|EPG 620.6.1 School Logo Pavement Markings]] - This new guidance clarifies that these markings are not permitted<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2022<br />
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File Naming Convention for all eProject Documents - New guidelines are available in [[237.13 Contract Plan File Name Convention#237.13.1 Design Contract Plans|EPG 237.13.1 Design Contract Plans]] for a filing convention that is searchable without bringing undue pressure or constraint upon the districts<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 24, 2022<br />
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[[751.14 Steel Superstructure|EPG 751.14 Steel Superstructure]] - Guidance for tension flanges with holes was clarified in [[751.14 Steel Superstructure#Tension Flanges with Holes|EPG 751.14.2.2 Analysis Methods]], [[751.14 Steel Superstructure#Holes in the tension flange1|EPG 751.14.5.1 Bearing Stiffeners]] and [[751.14 Steel Superstructure#Holes in the tension flange2|EPG 751.14.5.2 Int. Diaphragms and Cross Frames]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2022<br />
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Pushbutton Locations - In [[902.6 Pedestrian Control Features (MUTCD Chapter 4E)#902.6.8 Pedestrian Detectors (MUTCD Section 4E.08)|EPG 902.6.8 Pedestrian Detectors]] and in the [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist], guidance has been updated to reflect the minimum distance of pushbuttons from the curb line has been returned to 30 inches<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 3, 2022<br />
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[[236.5 Property Management#236.5.25.5 Risk Assessment|EPG 236.5.25.5 Risk Assessment]] - Sovereign immunity limits increased in January 2022 and MoDOT's per occurrence coverage increased from $3.0 M to $3.5 M<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 1, 2022<br />
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In [[751.11 Bearings#751.11.3.6 Girder/Beam Chairs|EPG 751.11.3.6 Girder/Beam Chairs]], [[751.22 Prestressed Concrete I Girders#751.22.3.5 Strands at Girder Ends|EPG 751.22.3.5 Strands at Girder Ends]] and [[751.22 Prestressed Concrete I Girders#751.22.3.7 Closed Concrete Intermediate Diaphragms|EPG 751.22.3.7 Closed Concrete Intermediate Diaphragms through EPG 751.22.3.11 Steel Intermediate Diaphragms]], guidance was revised to decrease the footprint of girder/beam chairs, clarify and expand concrete diaphragm details to incorporate larger girders, and remove web coil ties in bulb-tees and NU girders to reflect the recent change to standard drawings<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 20, 2022<br />
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[[907.8 Speed Trailers Deployed by Others|EPG 907.8 Speed Trailers Deployed by Others]] - This new article provides guidance for speed trailer deployment to aid local law enforcement in the proper use of these devices<br />
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[[:Category:941 Permits and Access Requests#941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras|EPG 941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] - Guidance for the License Plate Reader (LPR) was clarified and expanded for proper LPR installations as identified through processing initial requests<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 19, 2022<br />
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[[:Category:747 Bridge Reports and Layouts#747.2.2.4 HEC-RAS GEO Files for Stream Crossings|EPG 747.2.2.4 HEC-RAS GEO Files for Stream Crossings]] - This subarticle was retitled and its guidance updated to reflect the current use of the "HEC-RAS Convertor for Open Roads Designer" spreadsheet<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2022<br />
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The guidelines, book job guidelines, JSP packages, book job JSP packages and contractor pdf files were updated in [[:Category:402 Bituminous Surface Leveling|EPG 402 Bituminous Surface Leveling]] and [[:Category:409 Seal Coat|EPG 409 Seal Coat]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 11, 2022<br />
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[[751.9 LFD Seismic#751.9.3.1.1 Anchor Bolts|EPG 751.9.3.1.1 Anchor Bolts through EPG 751.9.3.1.4 Concrete Shear Blocks]], [[751.11 Bearings#Anchor Bolts|EPG 751.11.2.1 Elastomeric Bearings]], [[751.11 Bearings#751.11.3.5 Anchor Bolts|EPG 751.11.3.5 Anchor Bolts]], [[751.22 Prestressed Concrete I Girders#751.22.2.7 Dowel Bars|EPG 751.22.2.7 Dowel Bars]] and [[751.22 Prestressed Concrete I Girders#751.22.3.14 Concrete Shear Blocks|EPG 751.22.3.14 Concrete Shear Blocks]] - Guidance for the design of bearing anchor bolt, dowel bar and shear block has been expanded and clarified<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 29, 2022<br />
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[[:Category:105 Control of Work#105.15 Project Acceptance|EPG 105.15 Project Acceptance]] - Guidance for project acceptance has been clarified and updated to current practice in EPG 105.15, [[:Category:108 Prosecution and Progress#8. Date of Final Inspection|EPG 108.16.1 Informational Dates]] and [[:Category:109 Measurement and Payment#109.8 Final Acceptance and Payment (for Sec 109.8)|EPG 109.8 Final Acceptance and Payment]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 21, 2022<br />
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[[:Category:712 Structural Steel Construction#712.1.4.1.3 Shear Connector Welding|EPG 712.1.4 Welding]] - Guidance for stud welding has been updated to align with Sec 712.6.3. Also, outdated references to field welder cards has been removed<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2022<br />
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Construction Inspection Guidance for Records to be Maintained - [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.1 Location|EPG 137.1 Location]] and [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.6 Close Out Procedure for External CM SharePoint Quality Management Documents|EPG 137.6 Close Out Procedure for External CM SharePoint Quality Management Documents]] now present updated information about how CM Division stores electronic contract documents<br />
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Guidance for PSST anchor installations has been updated and clarified. [[903.3 Ground-Mounted Sign Supports#903.3.4.3 Perforated Square Steel Tube Posts (PSST)|EPG 903.3.4.3 Perforated Square Steel Tube Posts (PSST)]]<br />
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Seeding, Mulching and Temporary Seeding - Guidance in [[:Category:802 Mulching|EPG 802 Mulching]], [[:Category:805 Seeding|EPG 805 Seeding]], [[806.1 Erosion Control Measures|EPG 806.1 Erosion Control Measures]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.3.7.1 Temporary Seeding and Mulching (MO Specifications Sec 802 and Sec 805)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching]] reflects the new standard seed mixes, fertilizer, and lime rates (as shown in the new [https://www.modot.org/media/37677 Standard Plan 805.00 Seeding]) to promote a more effective vegetative establishment, allowing for quicker project finalization. MoDOT is obligated to stabilize disturbed areas with permanent building materials or perennial vegetative cover to minimize erosion and sedimentation of disturbed areas. New guidance for cool season and warm season grasses is available. Mulching will not be required for final seeded areas where temporary seeding is planned for temporary stabilization of areas to receive warm season grasses. A new [[media:Table 805.2.4a.docx|Guide for Grass Species]] is available in [[:Category:805 Seeding#805.2.4 Acceptance (Sec 805.4)|EPG 805.2.4 Acceptance]] to assist with general inspection and acceptance of vegetative covers.<br />
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Pre-MASH 2016 Temporary Traffic Control Device Sunset Dates - Guidance in [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.1 Types of Devices (MUTCD 6F.01)|EPG 616.6 Temporary Traffic Control Zone Devices]], [[616.18 Construction Inspection Guidelines for Sec 616#For Sec. 616.3.2|EPG 616.18 Construction Inspection Guidelines for Sec 616]], [[616.19 Quality Standards for Temporary Traffic Control Devices#https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.84_Temporary_Traffic_Control_Signals_.28MUTCD_6F.84.29|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations#616.23.2.5 Temporary Traffic Control Devices|EPG 616.23 Traffic Control for Field Operations]], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]], [[617.2 Construction Inspection Guidelines for Sec 617|EPG 617.2 Construction Inspection Guidelines for Sec 617]], [[:Category:1063 Temporary Traffic Control Devices#1063.2 Procedure|EPG 1063 Temporary Traffic Control Devices]] and [[:Category:1064 Temporary Concrete Traffic Barrier|EPG 1064 Temporary Concrete Traffic Barrier]] now reflects that all temporary traffic control devices on a project must be NCHRP 350 or MASH 2016 Test Level 3 compliant. The use of two-loop temporary Type F concrete traffic barrier shall not be allowed after January 1, 2023.<br />
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[[:Category:403 Asphaltic Concrete Pavement#Lots|EPG 403.1.19 Acceptance of Material]] - The maximum number of contractor QC sublots that can be used for one lot of superpave asphalt pavement is 28. Regardless of lot size, QA testing will always be at a frequency of one per four sublots. Any remaining quantity less than 4000 tons, that cannot be treated as a separate lot, will be combined with the previous full lot and the pay factors will be determined on the combined lot.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2022<br />
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*Guidance Documents Needed for Property Closings - In [[236.7 Negotiation#236.7.1.13 Pre-Negotiation Preparation|EPG 236.7.1.13 Pre-Negotiation Preparation]] and [[236.7 Negotiation#236.7.4.1 Purpose|EPG 236.7.4.1 Purpose]], additional guidance is available for greater clarity about what is needed from property owners to close on the properties either with MoDOT or a title company.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 11, 2022<br />
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*In [[751.22 Prestressed Concrete I Girders#751.22.2.5 Pretensioned Anchorage Zones|EPG 751.22.2.5 Pretensioned Anchorage Zones]], the bursting resistance guidance now allows a larger number of bonded strands for many of these girders, effectively increasing the span limits for the girders. Guidance was expanded in [[751.22 Prestressed Concrete I Girders#751.22.3.2.1 Type 2 Girder|EPG 751.22.3.2.1 through 751.22.3.2.6]] to eliminate or reduce conflict between the lowest middle two strands and the B bars.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 5, 2022<br />
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*Guidance about the timelines for completing the Section 106 of the National Historic Preservation Act review process has been clarified in [[127.2 Historic Preservation and Cultural Resources#127.2.5 Approximate Timelines for Section 106 Compliance|EPG 127.2.5 Approximate Timelines for Section 106 Compliance]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 28, 2022<br />
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*Coil Ties in Prestressed Girder Webs in several [[751.50 Standard Detailing Notes#(G1.9.1)|EPG 751.50 Standard Detailing Notes]], references to web coil ties in bulb-tee and NU girders have been removed since these are now no longer being used.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
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*Guidance has been expanded to produce more uniform administration of delay claims. - [[:Category:109 Measurement and Payment#109.11 Compensation for Project Delays (for Sec 109.11)|EPG 109.11 Compensation for Project Delays]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
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*The recommended replacement age for signal cabinets was updated to 25 years from 20 years in [[902.4 Signal Installations and Equipment#902.4.2.1 Controller and Cabinet Replacement Program|EPG 902.4.2.1 Controller and Cabinet Replacement Program]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">Feb 15, 2022<br />
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*Right of Way Mediation in [[236.7 Negotiation#Prior to offering mediation|EPG 236.7.2.19 Acquisition by Mediation]] and [[236.11 Mediation#Prior to offering mediation|EPG 236.11.1.3 Purpose]], guidance has been updated to reflect current process and procedures, including the MoDOT Impasse Letter.<br />
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OLD UPDATES BETWEEN COMMENTS--></div>Hoskirhttps://epg.modot.org/index.php?title=Recent_Policy_Changes_in_the_EPG&diff=58627Recent Policy Changes in the EPG2026-05-07T20:34:32Z<p>Hoskir: </p>
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 20, 1971<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 6, 2026<br />
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* Streamlining ground mounted signposts in accordance with the engineering study by Horner and Shifrin in EPG [[903.16_Design_Aspects_of_MoDOT_Signing#903.16.3_Types_of_Fabricated_Signs|903.16.3 and 903.16.4]].<br />
* Updating various EPG articles and specification sections regarding galvanized bolts. Fabricators, inspectors and consultants recommended galvanizing bolts, nuts and washers in accordance with ASTM F2329 instead of ASTM A153. AASHTO material specification dropped AASHTO M 298 and recommended use of ASTM B695 for a mechanically galvanized option. In some areas, AASHTO M232 or ASTM A153 remains until internal processes are updated to coincide with ASTM F2329. Clarifications to galvanization process for structural steel and usage of galvanized bolts were added. EPG articles included are 614.2.1, 712, 751.36, 751.50, 901.18, 902.28, 903.22, 1023.2, 1040.2.2.<br />
* Revisions to update procedures to 2025 Bridge Welding Code and MoDOT’s adaptations to code in EPG 136.7.3.1.21.8.2, 712.1.4.1.3, 751.5.9.3.3.<br />
* EPG 104.2 and 751.1.3.2 revised to provide process guidance to the districts regarding coring bridge deck overlays for roadway design work.<br />
* Updates to EPG 109.7 removes references requiring changes to pay periods at state and federal fiscal year ends. Removes procedures included in AWP Quick Reference Guides regarding the contractor payment processes through AWP from the EPG article.<br />
* EPG 127.2.3.3.1, 127.2.9.1 and 127.2.9.2 was updated for consistent buffer distance in regard to archaeological sites and human remains.<br />
* Re-titling to Traffic Pacing/Rolling Roadblock in EPG [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#616.19.7_Traffic_Pacing/Rolling_Roadblock|616.19.7]] and makes modifications to allow rolling roadblocks by MoDOT and contractor vehicles rather than restricting to law enforcement. All protective vehicles in the lane will require TMAs on their vehicles. Currently, MoDOT only allows law enforcement. Revisions are based on difficulty in getting enough law enforcement due to lack of personnel, and the potential of law enforcement being called away at any time.<br />
* EPG [[751.36_Driven_Piles#751.36.5_Design_Procedure|751.36.5]] and [[751.50_Standard_Detailing_Notes|751.50]] revised for pile length estimates and driving verification methods to increase accuracy of length estimates requiring fewer construction changes. Shifts pile analyses from consultants hired by the contractor to MoDOT staff.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 16, 2026<br />
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* Edits to EPG [[903.2_Regulatory_Signs_and_Barricades_(MUTCD_Chapter_2B)#903.2.21_Combined_Maximum_and_Minimum_Speed_Limits_Sign_(R2-4a)_(MUTCD_Section_2B.24)|903.2.21 Combined Maximum and Minimum Speed Limits Sign (R2-4a) (MUTCD Section 2B.24)]] to help clarify correct application of the sign.<br />
* Language was added to EPG [[822.2_Vegetation_Management_for_Minor_Roads|822.2 Vegetation Management for Minor Roads]] to clarify Vegetation Management.<br />
* Updated EPG [[616.4_Flagger_Control_(MUTCD_Chapter_6D)#Additional_Information_for_Flaggers|616.4 Flagger Control (MUTCD Chapter 6D)]], updated figure 616.4.5 for better guidance and pictures also added flagger guidance of how long to work and allow breaks. This was taken out by accident when the EPG was updated to meet the new MUTCD guidance.<br />
* Changes to EPG [[106.3.2.59_TM-59,_Determination_of_the_International_Roughness_Index|106.3.2.59 TM-59, Determination of the International Roughness Index]] updated links to IRI threshold tables.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 9, 2026<br />
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* Renamed Work Zone Technician Training to Work Zone Level 2 Training and Advanced Work Zone Training to Work Zone Level 3 Training in EPG [[:Category:616_Temporary_Traffic_Control_(MUTCD_Part_6)|616 Temporary Traffic Control (MUTCD Part 6)]], [[616.25_Work_Zone_Level_2_Training|616.25 Work Zone Level 2 Training]] and [[616.26_Work_Zone_Level_3_Training|616.26 Work Zone Level 3 Training]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 7, 2026<br />
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* Added explanation of bearings and distance and the importance of showing on ROW plans and Legal Description in EPG [[236.4_Description_Writing_and_Titles#236.4.6.2_Methods_of_Legally_Describing_the_Fee_or_Portion_Thereof|236.4.6.2 Methods of Legally Describing the Fee or Portion Thereof]].<br />
* Added Quick Reference Guide for Central Lab sample sizes to EPG [[:Category:101_Standard_Forms|101 Standard Forms]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 10, 2026<br />
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* Add guidance for when to pay for geotextile with rock lining at culvert outlets (i.e. mowed lawn areas) in EPG [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.6_Rock_Lining_at_Culvert_Outlets|750.6.6 Rock Lining at Culvert Outlets]].<br />
* Updated EPG [[127.14_National_Environmental_Policy_Act_(NEPA)_Classification_and_Documents#127.14.3.2_Environmental_Assessment|127.14.3.2 Environmental Assessment]] to clarify who signs an Environmental Assessment.<br />
* Removed standard note H5.54 from EPG [[751.50_Standard_Detailing_Notes#H5._Expansion_Joint_Systems|751.50 Standard Detailing Notes]] because P and R rail designations (and this note) will no longer be used on our Bridge Standard Drawings.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2026<br />
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* Updated University of Missouri's Evaluation of J-turn Intersection Design Performance PDF in EPG [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4%3A_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 2, 2026<br />
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* Revision to EPG [[:Category:1054_Concrete_Admixtures|1054 Concrete Admixtures]] fixes some spelling errors and makes the change that all the material under Sec 1054 can be sent in 1 quart plastic containers.<br />
* Revised EPG [[:Category:1001_General_Requirements_for_Material#1001.4.2.2_Size_of_Sample|1001.4.2.2 Size of Sample]], [[:Category:1018_Fly_Ash_for_Concrete#1018.2.4_Destination_Inspection_of_Approved_or_Certified_Fly_Ash|1018.2.4 Destination Inspection of Approved or Certified Fly Ash]], [[:Category:1019_Cement#1019.2.4_Destination_Inspection_of_Approved_or_Company_Certified_Cement|1019.2.4 Destination Inspection of Approved or Company Certified Cement]] and [[:Category:1019_Cement#1019.3_Sampling|1019.3 Sampling]] to correct some sample sizes of material sent to the central lab.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 30, 2026<br />
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* Adding additional information for what needs to be written on QA concrete cores when they are submitted to the central lab for testing in EPG [[:Category:502_Portland_Cement_Concrete_Base_and_Pavement#502.2.4_Procedures|502 Portland Cement Concrete Base and Pavement]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 28, 2026<br />
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* Added new Cost Estimate Guide for Scoping in EPG [[104.7_Scoping_Estimates|104.7 Scoping Estimates]].<br />
* Adding language to EPG [[:Category:501_Concrete#501.1.4.5_Compressive_Strength|501 Concrete]] for how concrete cylinders need to be marked when they are submitted to the central lab for testing.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 22, 2026<br />
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* Updated EPG [[107.13_Insurance_Requirements|107.13 Insurance Requirements]] to link to new Sovereign Immunity Limits.<br />
* Minor changes were made to the wording of EPG [[106.9_Buy_America_Requirement#106.9.5_BABA_Review_Process|106.9.5 BABA Review Process]].<br />
* Provide clearer language that is more definitive guidance for contractors in EPG [[127.27_Guidelines_for_Obtaining_Environmental_Clearance_for_Off-Site_Activities|127.27 Guidelines for Obtaining Environmental Clearance for Off-Site Activities]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 22, 2026<br />
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* Revised EPG [[902.23_Traffic_Signal_Phasing_and_Operation#902.23.9_Power_Outages_at_Signalized_Intersections|902.23.9 Power Outages at Signalized Intersections]].<br />
* Updated EPG [[822.2_Vegetation_Management_for_Minor_Roads|822.2 Vegetation Management for Minor Roads]] due to a change in policy for final mowing cycle.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 21, 2026<br />
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* EPG [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|751.1.2.17]] and [[751.9_Bridge_Seismic_Design#751.9.1_Seismic_Analysis_and_Design_Specifications|751.9.1]] updated to provide better access to bridge preliminary seismic design map for LRFD.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:lightblue; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 16, 2026<br />
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* Updates to the EPG were made due to the '''MUTCD 11th Edition''' in EPG Articles 616, 620, 900, 903, 908, 910, 911, 913 and 914. For more information on the changes see the [https://www.modot.org/2025-mutcd-special-ballot 2025 MUTCD Special Ballot].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 13, 2026<br />
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* Updating existing policy in EPG [[:LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management#136.4.1.6_Conflict_of_Interest|136.4.1.6 Conflict of Interest]] to better describe/clarify existing requirements as it relates to consultant conflicts of interest on LPA projects,<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 5, 2026<br />
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* Updates to EPG [[:Category:501_Concrete#501.2.9_Expansive_Concrete|501.2.9]] and [[:Category:1066_Mortars_and_Grout|1066.1]] due to the phasing out the use of Aluminum powder for expansive concrete and adopting American Concrete Institute ACI-223 "Srinkage Compensating Concrete Guide"<br />
* Updates to EPG [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2 Types]] and [[:Category:941_Permits_and_Access_Requests#941.9.8.4_Culvert_Pipe|941.9.8.4 Culvert Pipe]] to allow up to 60" SRPE in Group A Flexible Polyethylene category and updates corrugated polyethylene pipe to "double wall polyethylene" pipe. Provides details for QPL application and requirements.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 19, 2025<br />
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* Table 1001.3 Size of Original Field Samples was updated in EPG [[:Category:1001_General_Requirements_for_Material#1001.3_Sampling_Procedures|1001.3 Sampling Procedures]] to match AASHTO. <br />
* Table 1001.5.1.2 Size of Original Field Samples was updated in EPG [[:Category:1001_General_Requirements_for_Material#1001.5.1.2_Sample_Preparation|1001.5.1.2 Sample Preparation]] to match AASHTO.<br />
* EPG [[751.9_Bridge_Seismic_Design#751.9.1.2.4.2_Footing_(Spread_Footing_and_Pile_Footing)_Joint_Shear_Reinforcement|751.9.1.2.4.2 Footing (Spread Footing and Pile Footing) Joint Shear Reinforcement]] and [[751.39_Pile_Footings|751.39 Pile Footings]] were updated, battered piles are not permitted in pile footings.<br />
* EPG [[320.1_Preliminary_Geotechnical_Report_(PGR)|320.1 Preliminary Geotechnical Report (PGR)]] was updated with information on when and how to request a PGR.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 19, 2025<br />
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* Changes to ASTM reinforcement notes to provide clarity on reinforcing steel specifications on bridge plans in EPG [[751.50_Standard_Detailing_Notes#A1._Design_Specifications,_Loadings_&_Unit_Stresses_and_Standard_Plans|751.50 Standard Detailing Notes A1, C1 and C2]]. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 18, 2025<br />
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* Revised EPG [[903.14_Memorial_Signs|903.14 Memorial Signs]] to add department policies to MUTCD requirements. <br />
* Updated the Engineering Factors Report in EPG [[121.7_Program_Estimates|121.7 Program Estimates]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 13, 2025<br />
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* MoDOT will perform an audit on every project to ensure that the prime contractor has in their possession the Materials Certifications and PEAS confirmations for all applicable BABA materials on the project in EPG [[106.9_Buy_America_Requirement#106.9.5_BABA_Audit_Process|106.9.5 BABA Audit Process]].<br />
* Changes to EPG [[236.3_Administration#236.3.12_Consultant_Right_of_Way_Appraisal,_Acquisition,_and_Relocation_Services_(RWRS)|236.3.12 Consultant Right of Way Appraisal, Acquisition, and Relocation Services (RWRS)]] were made to clarify the On-Call and Traditional ROW Consultant Services process and a new option of ROW Hybrid Consultant Services Process. <br />
* Add additional Clarrifcation to EPG [[236.13_Designing_Right_of_Way_Plans#236.13.8_Plan_Requirements|236.13.8 Plan Requirements]] to include Bearing and Distance on the RW Plans or RW Supplemental Plan Sheet.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 22, 2025<br />
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* New test method EPG [[106.3.2.96_TM-96,_Standard_Test_Method_for_Chemical_Analysis_of_Concrete_Cores_by_Extraction_and_Solubility|106.3.2.96 TM-96, Standard Test Method for Chemical Analysis of Concrete Cores by Extraction and Solubility]], this test method evaluates concrete cores by concentrating on three phases (aggregate, paste, and voids) to assist and/or verify the reason(s) for the failure. This is one of three methods that could be utilized by industry to obtain measured results. <br />
* Performance bond table added to determine minimum performance bond amounts for permitted work. in EPG [[:Category:941_Permits_and_Access_Requests#941.6.3.6_Deposit_Requirements|941.6.3.6 Deposit Requirements]]<br />
* Updated Notice to Proceed in EPG [[108.16_Project_Dates|108.16.1 Informational Dates]] and [[237.8_Contract_Time|237.8 Contract Time]] to have consistent guidance in all policy documents.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2025<br />
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* FHWA increased the $25,000 waiver valuation and applicable appraisal templates threshold to $35,000, updated references in EPG [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.6_Appraisal_and_Appraisal_Review|136.8.6 Appraisal and Appraisal Review]], [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.7_Acquisition|136.8.7 Acquisition]] and [[236.6_Appraisal_and_Appraisal_Review#236.6.1_Overall_Operating_Policies|236.6.1 Overall Operating Policies]]. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 20, 2025<br />
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* Deleted paragraph in EPG [[236.10_Right_Of_Way_Condemnation#236.10.7.6_Just_Compensation_for_Condemned_Properties_%28RSMo_523.039%29|236.10.7.6 Just Compensation for Condemned Properties RSMo 523.039]], becuse the House Bill being referenced was declared unconstitutional. <br />
* Changes in Route/Road Relinquishment required clauses in agreements and deeds in EPG [[236.14_Change_in_Route_Status_Report#236.14.2.1_Convey_to_Local_Government_Agency_(CRSR_required)|236.14.2.1 Convey to Local Government Agency (CRSR required)]] and [[236.14_Change_in_Route_Status_Report#236.14.6_Roadway_Relinquishment_Agreement|236.14.6 Roadway Relinquishment Agreement]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 10, 2025<br />
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* Updates to EPG [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.6_How_does_the_District_Initiate_Section_106_Compliance|127.2.6 How does the District Initiate Section 106 Compliance]] and [[127.2_Historic_Preservation_and_Cultural_Resources#127.2.11_Early_Acquisition_of_Right-of-Way_and_Disposal_of_Uneconomic_Remnants|127.2.11 Early Acquisition of Right-of-Way and Disposal of Uneconomic Remnants]] to remove the Phased Section 106 process.<br />
* Updated EPG [[236.7_Negotiation#236.7.4.4_Agreement_for_Purchase_of_Real_Estate|236.7.4.4 Agreement for Purchase of Real Estate]] to exclude Purchase Agreements from Railroads.<br />
* Updated EPG [[236.16_Outdoor_Advertising#236.16.15.8_Mowing_and_Brush_Hogging|236.16.15.8 Mowing and Brush Hogging]] to update language encouraging vegetation applicants to follow Monarch Joint Venture's mowing and management guidelines.<br />
* Renamed and updated EPG 907.5 S-HAL to [[907.5_Safety_Resources_for_Locals|907.5 Safety Resources for Locals]] to not be focused on just the S-HAL. This now has several references to various resources including the S-HAL.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 9, 2025<br />
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* Updates for Threatened and Endangered species in EPG [[:LPA:136.6_Environmental_and_Cultural_Requirements#136.6.4.5_Threatened_and_Endangered_Species_and_Migratory_Birds|136.6.4.5 Threatened and Endangered Species and Migratory Birds]] were made and Fig. 136.6.19 was updated.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 8, 2025<br />
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* Added new agreement TR63_Installation_of_Rectangular_Rapid_Flashing_Beacons in EPG [[153.21_Traffic|153.21 Traffic]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 5, 2025<br />
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* Updated EPG [[751.10_General_Superstructure#751.10.4_Conduit_Systems|751.10.4_Conduit_Systems]] for conduit placement requirement in barrier near expansion device to avoid interference with conduit during expansion material installation.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 7, 2025<br />
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* Updated dollar threshold from $750,000 to $1,000,000 in LPA [[:LPA:136.3_Federal_Aid_Basics#136.3.15.3_OMB_Audit|136.3.15.3 OMB Audit]] due to final guidance from OMB to 2 CFR Part 200.<br />
* Updated EPG [[236.7_Negotiation#236.7.2.20_Acquisition_by_Condemnation|236.7.2.20 Acquisition by Condemnation]] to include Impasse Letter and purpose.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 14, 2025<br />
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* Provide an inorganic ethyl silicate topcoat option for inorganic zinc primers on structural steel and other miscellaneous coating issues are addressed in EPG 751.1.2.9.2, 751.6.1,751.6.2.11, 751.6.2.12, 751.14.5.8, 751.50 Notes in A.4, and 1045.<br />
* Clarify conical pile points to require ASTM A148, Grade 90-60 and not allow the grade 35 shoes for CIP correlating with recent changes requiring modified Grade 3 shells with a 50 ksi yield strength in EPG [[751.50_Standard_Detailing_Notes#G5._CIP_Concrete_Piles_(Notes_for_Bridge_Standard_Drawings)|G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)]]<br />
* Adding guidance for the installation of ASTM F3148 TNA Fixed Spline bolts in EPG [[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_(Sec_712.7)|712.1.5 - 712.3.3]], [[751.50_Standard_Detailing_Notes#H1._Steel|Standard Detailing Note H1.8.1]] and [[:Category:1080_Structural_Steel_Fabrication#1080.1_High_Strength_Bolts|1080.1 High Strength Bolts]]. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 11, 2025<br />
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* Changes made to rumble strip lift thickness in EPG [[626.1_Edgeline_Rumble_Strips|626.1 Edgeline Rumble Strips]] and [[626.2_Centerline_Rumble_Strips|626.2 Centerline Rumble Strips]]. <br />
* Provided guidance for prestressed girder stress limits in EPG [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.2_Design|751.21.2 Design]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.2.3_Flexure|751.22.2.3 Flexure]].<br />
* Updated EPG [[751.31_Open_Concrete_Intermediate_Bents#751.31.2.4_Column_Analysis|751.31.2.4 Column Analysis]], added optional procedure for bridge column buckling design.<br />
* Updated EPG [[:Category:1018_Fly_Ash_for_Concrete#1018.5_Laboratory_Procedures_for_Sec_1018|1018.5 Laboratory Procedures for Sec 1018]], removed auto-sampling references.<br />
* Updated EPG [[751.9_Bridge_Seismic_Design#751.9.1_Seismic_Analysis_and_Design_Specifications|751.9.1Seismic Analysis and Design Specifications]], [[751.40_LFD_Widening_and_Repair#751.40.3.2_Bent_Cap_Shear_Strengthening_using_FRP_Wrap|751.40.3.2 Bent Cap Shear Strengthening using FRP Wrap]] and [[751.50_Standard_Detailing_Notes#I5._Fiber_Reinforced_Polymer_(FRP)_Wrap_–_Intermediate_Bent_Column_Strengthening_for_Seismic_Details_for_Widening._Report_following_notes_on_Intermediate_bent_plan_details.|751.50 Standard Detailing Notes - I5]] to clarify seismic details for bridge widening (one side, two sides, and FRP wrap).<br />
* Changes to EPG [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] and [[751.50_Standard_Detailing_Notes#E._General_Elevation_and_Plan_Notes|751.50 Standard Detailing Notes E. General Elevation and Plan Notes]] to clarify clear space requirement between MSE wall and front face of the abutment beam (setback distance).<br />
* Updated EPG [[109.10_Contract_Assignment_Process_-_Contract_Reassignment_to_a_New_Contractor_(for_Sec_109.10)|109.10]] to clarify and complete the contract reassignment process. There were a few minor steps missing in the process that by adding/clarifying will make it easier on whomever assists with this process in the future.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 1, 2025<br />
----<br />
* Updated EPG [[903.14_Memorial_Signs#903.14.3_Heroes_Way_Designation_Program|903.14.3 Heroes Way Designation Program]] to match new standards for the sign background color.<br />
* Updated 10 Year Major Bridge Needs document in EPG [[121.5_Asset_Management#121.5.4_Funding_Assets|121.5.4 Funding Assets]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 17, 2025<br />
----<br />
* Updated link and information in EPG [[121.5_Asset_Management|121.5 Asset Management]] for the current AMP Summary.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 12, 2025<br />
----<br />
* Updated EPG [[:Category:139_Design_-_Build|139 Design - Build]] with the new Design-Build Partnering Agreement.<br />
* Clarified language in EPG [[:LPA:136.7_Design#136.7.2.7_Design_Exceptions|136.7.2.7 Design Exceptions]] to indicate if an LPA project on MoDOT right of way has a design exception, the approval needs to be funneled through the District Engineer. <br />
* Updated EPG [[:Category:941_Permits_and_Access_Requests#941.10.3_Additional_Deployment_Criteria|941.10.3 Additional Deployment Criteria]] adding additional language to help clarify statements for LPR & PTZ network connectivity. <br />
* Updated EPG [[236.6_Appraisal_and_Appraisal_Review#236.6.3.3_Waiver_Valuation|236.6.3.3 Waiver Valuation]], the maximum was raised from $25,000 to $35,000.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 11, 2025<br />
----<br />
* Updated examples in EPG [[:Category:242_Optional_and_Alternate_Pavement_Designs|242 Optional and Alternate Pavement Designs]] with more current examples.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 10, 2025<br />
----<br />
* EPG [[105.15_Project_Acceptance|105.15 Project Acceptance]] clarity of process updated. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 27, 2025<br />
----<br />
* Updates were made to EPG [[751.1_Preliminary_Design#751.1.2.20_Substructure_Type|751.1.2.20 Substructure Type]] to clarify guidance for galvanizing full length of friction piles. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 22, 2025<br />
----<br />
* Replace "Legal" with "Property" description in EPG [[238.2_Land_Surveying#238.2.17_Professional_Land_Surveyor_Review|238.2.17 Professional Land Surveyor Review]]. This change of removing legal with property, will make the langauge in guidance consistant throughout the EPG. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 14, 2025<br />
----<br />
* Updates were made to EPG [[:Category:824_Litter_Pickup|824 Litter Pickup]] to remove Adopt-a-highway, and change it to the Keeping Missouri Beautiful program.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 13, 2025<br />
----<br />
* Updated EPG [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|751.50 Standard Detailing Notes - H6. Pouring and Finishing Concrete Slabs]] to provide guidance to use an existing note for new slab pours as well as redecks.<br />
* Updated the current Temporary Traffic Control Inspection Worksheet located in EPG [[616.19_Quality_Standards_for_Temporary_Traffic_Control_Devices|616.19 Quality Standards for Temporary Traffic Control Devices]].<br />
* Updated the link to the payroll training, replacing MoDOTU with MOVERS, and updated "clerk" to "Admin Tech" for consistency in EPG [[:Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements|110 State and Federal Wage Rates and Other Requirements]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 7, 2025<br />
----<br />
* EPG [[:Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements|110 State and Federal Wage Rates and Other Requirements]] was updated to provide clarity of the expectation of our process to ensure the project office staff are capturing the correct number of wage rate interviews during a project. <br />
* Updated EPG [[:LPA:136.6_Environmental_and_Cultural_Requirements#136.6.4.1.4_Step_4,_Mitigation_of_Adverse_Effect|136.6.4.1.4 Step 4, Mitigation of Adverse Effect]] the date did not match guidance document and agreement document.<br />
* Changed "will" to "may in EPG [[902.11_Traffic_Control_for_Schools|902.11.3 School Signal at Entrance]].<br />
* Provide clarity of the expectation of our process to ensure the project office staff are capturing the correct number of wage rate interviews during a project in EPG [[:Category:110_State_and_Federal_Wage_Rates_and_Other_Requirements]]. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 25, 2025<br />
----<br />
* Changed date from 60 days to 6-18 months in EPG [[106.21_Summary_of_Materials_Inspected|106.21 Summary of Materials Inspected]] to clarify what types of projects (funding source) material summaries are required for.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 14, 2025<br />
----<br />
* EPG articles updated to clarify seismic detail requirements for columns, non-oversized drilled shafts (difference between drilled shaft and column diameter is ≤ 12"), oversized drilled shafts (difference between drilled shaft and column diameter is ≥ 18"), spread footings, and pile cap footings:<br />
:• [[751.5_Structural_Detailing_Guidelines#751.5.9.2.5_Spacing_Limits|751.5.9.2.5 Spacing Limits]]<br />
:• [[751.5_Structural_Detailing_Guidelines#751.5.9.2.6_Cover_Limits|751.5.9.2.6 Cover Limits]]<br />
:• [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|751.9.1.2 LRFD Seismic Details]]<br />
:• [[751.9_Bridge_Seismic_Design#751.9.3.1.7_T-_Joint_Connections_for_LFD|751.9.3.1.7 T- Joint Connections for LFD]]<br />
:• [[751.11_Bearings#751.11.2.1_Elastomeric_Bearings|751.11.2.1 Elastomeric Bearings]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.2.7_Dowel_Bars|751.22.2.7 Dowel Bars]]<br />
:• [[751.31_Open_Concrete_Intermediate_Bents#751.31.1.2_Rigid_Frame-_No_Tie_or_Web_Beam|751.31.1.2 Rigid Frame- No Tie or Web Beam - 751.31.1.5 Tie Beam with Change in Column Diameter]]<br />
:• [[751.31_Open_Concrete_Intermediate_Bents#751.31.2.3_General_Design_Assumptions|751.31.2.3 General Design Assumptions]]<br />
:• [[751.31_Open_Concrete_Intermediate_Bents#751.31.3.2_Column|751.31.3.2 Column]]<br />
:• [[751.37_Drilled_Shafts#751.37.1.6_Drilled_Shaft_General_Detail_Considerations|751.37.1.6 Drilled Shaft General Detail Considerations]]<br />
:• [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1 Reinforcement Design]]<br />
:• [[751.37_Drilled_Shafts#751.37.6.2_Longitudinal_Reinforcement|751.37.6.2 Longitudinal Reinforcement]]<br />
:• [[751.37_Drilled_Shafts#751.37.6.4_Transverse_Reinforcement|751.37.6.4 Transverse Reinforcement]],<br />
:• [[751.38_Spread_Footings#751.38.8.3.1_Spread_Footing_Reinforcement|751.38.8.3.1 Spread Footing Reinforcement]]<br />
:• [[751.39_Pile_Footings#751.39.1_Dimensions|751.39.1 Dimensions]]<br />
:• [[751.39_Pile_Footings#751.39.5_Reinforcement|751.39.5 Reinforcement]]<br />
:• [[751.40_LFD_Widening_and_Repair#751.40.8.11.5_T-_Joint_Connections|751.40.8.11.5 T- Joint Connections]]<br />
:• [[751.50_Standard_Detailing_Notes#G1._Concrete_Bents|751.50_Standard_Detailing_Notes - G1.45]]<br />
* Created new Standard Plans for delineators linked in EPG Articles:<br />
:• [[620.5_Delineators_(MUTCD_Chapter_3F)#620.5.4_Delineator_Placement_and_Spacing_%28MUTCD_Section_3F.04%29|620.5.4 Delineator Placement and Spacing (MUTCD Section 3F.04)]]<br />
:• [[620.5_Delineators_(MUTCD_Chapter_3F)#620.5.5_Guardrail_Delineation|620.5.5 Guardrail Delineation]], [[620.5_Delineators_(MUTCD_Chapter_3F)#620.5.6_Barrier_Wall_Delineation|620.5.6 Barrier Wall Delineation]]<br />
:• [[903.2_Extent_of_Signing#903.2.25.4_Quantity_Computations|903.2.25.4 Quantity Computations]], [[903.17_Delineation_and_Object_Markers#903.17.1_Delineators|903.17.1 Delineators]]<br />
:• [[903.17_Delineation_and_Object_Markers#903.17.5_Object_Markers_for_Ends_of_Roadways_%28MUTCD_Section_2C.66%29|903.17.5 Object Markers for Ends of Roadways (MUTCD Section 2C.66)]]<br />
:• [[:Category:1044_Posts_for_Markers_and_Delineators#1044.2.1_Mile_and_Object_Marker%2C_and_Delineator_Posts|1044.2.1 Mile and Object Marker, and Delineator Posts]]<br />
:• [[1044.5_Laboratory_Testing_Guidelines_for_Sec_1044#1044.5.1.2_Physical_Tests|1044.5.1.2 Physical Tests]]<br />
* Revised splice and development lengths specified in the following EPG articles in accordance with new AASHTO standards:</br><br />
:• [[751.5_Structural_Detailing_Guidelines#751.5.9.2.8_Development_and_Lap_Splices|751.5.9.2.8 Development and Lap Splices]]<br />
:• [[751.8_Concrete_Box_Culverts#751.8.3.2_Steel_Reinforcement|751.8.3.2 Steel Reinforcement]]<br />
:• [[751.10_General_Superstructure#751.10.1.14_Girder_and_Beam_Haunch_Reinforcement|751.10.1.14 Girder and Beam Haunch Reinforcement]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.2.7_Details_of_Mounting_Light_Poles_on_Safety_Barrier_Curbs|751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.3.2_Typical_Section_Reinforcement|751.12.1.3.2 Typical Section Reinforcement]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.3.3_End_of_Barrier_Reinforcement|751.12.1.3.3.1 - 751.12.1.3.3.8]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.4.2_Typical_Section_Reinforcement|751.12.1.4.2 Typical Section Reinforcement]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.4.3_End_of_Barrier_Reinforcement|751.12.1.4.3 End of Barrier Reinforcement]]<br />
:• [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.1.6_Type_A_%2832ʺ_New_Jersey_Shaped_Median%29|751.12.1.6 Type A (32ʺ New Jersey Shaped Median)]]<br />
:• [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.3.1_Spread_Box_Beams|751.21.3.3.1 Spread Box Beams]]<br />
:• [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.6.3_Reinforcement|751.21.3.6.3 Reinforcement]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.2.3_Flexure|751.22.2.3 Flexure]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.3.7.2_Reinforcement|751.22.3.7.2 Reinforcement]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.3.8.2_Reinforcement|751.22.3.8.2 Reinforcement]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.3.9.2_Reinforcement|751.22.3.9.2 Reinforcement]]<br />
:• [[751.22_Prestressed_Concrete_I_Girders#751.22.3.9.3_Closed_Diaphragm|751.22.3.9.3 Closed Diaphragm]]<br />
:• [[751.31_Open_Concrete_Intermediate_Bents#751.31.3.1_Beam_Cap|751.31.3.1 Beam Cap - 751.31.3.5 Hammer Head Type]]<br />
:• [[751.32_Concrete_Pile_Cap_Intermediate_Bents#751.32.4.1_Typical_Pile_Cap_Bent|751.32.4.1 Typical Pile Cap Bent]]<br />
:• [[751.35_Concrete_Pile_Cap_Integral_End_Bents#751.35.4.1_Wide_Flange_Beams_%26_Plate_Girders|751.35.4.1 Wide Flange Beams & Plate Girders]]<br />
:• [[751.35_Concrete_Pile_Cap_Integral_End_Bents#751.35.4.2_Prestressed_I-Girders%2C_Bulb-Tee_Girders_and_NU-Girders|751.35.4.2 Prestressed I-Girders, Bulb-Tee Girders and NU-Girders]]<br />
:• [[751.35_Concrete_Pile_Cap_Integral_End_Bents#751.35.4.3_Wing_Reinforcement|751.35.4.3 Wing Reinforcement]]<br />
:• [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes (Notes H10.8, H10.20, K1.5.1 and K1.5.2)]]<br />
* Updates to EPG [[:Category:501_Concrete#501.1.6_Measurement_of_Material_%28Sec_501.6%29|501.1.6 Measurement of Material (Sec 501.6)]] revise the scale calibration process to include more detail on the process. The specification revision includes a statement on who can perform scale calibration services.<br />
* Added concrete aggregate sampling method to EPG [[:Category:502_Portland_Cement_Concrete_Base_and_Pavement#502.1.11_Contractor_Quality_Control_(Sec_502.11)|502.1.11 Contractor Quality Control (Sec 502.11)]].<br />
* Added sampling method standard for ashpalt aggregates in EPG articles [[:Category:403_Asphaltic_Concrete_Pavement#403.1.5_Mixture_Production_Specification_Limits_(Sec_403.5)|403.1.5 Mixture Production Specification Limits (Sec 403.5)]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.17_Quality_Control_%28Sec_403.17%29|403.1.17 Quality Control (Sec 403.17)]].<br />
* With the new MUTCD 11th Edition, EPG [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags|616.6.2.2 Flags]], [[616.19_Quality_Standards_for_Temporary_Traffic_Control_Devices#616.19.2.2.2_Sign_and_Flag_Quality|616.19.2.2.2 Sign and Flag Quality]], [[616.23_Traffic_Control_for_Field_Operations#616.23.1_Definitions|616.23.1 Definitions]], [[616.23_Traffic_Control_for_Field_Operations#616.23.2.5.1.1_Flags|616.23.2.5.1.1 Flags]] and [[616.23_Traffic_Control_for_Field_Operations#616.23.2.5.1.3_Sign_Design|616.23.2.5.1.3 Sign Design]] were updated to be more consistent with MUTCD guidance.<br />
* Increased size of crosswalk markings for midblock and high-visibility in EPG [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.18_Crosswalk_Markings_%28MUTCD_Section_3B.18%29|620.2.18 Crosswalk Markings (MUTCD Section 3B.18)]].<br />
* Updated EPG [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.16_Stop_and_Yield_Lines_(MUTCD_Section_3B.16)|620.2.16 Stop and Yield Lines (MUTCD Section 3B.16)]], [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.24_Pavement_Markings_for_Highway-Rail_Grade_Crossings_(MUTCD_Section_8B.27)|620.2.24 Pavement Markings for Highway-Rail Grade Crossings (MUTCD Section 8B.27)]] and [[620.2_Pavement_and_Curb_Markings_(MUTCD_Chapter_3B)#620.2.25_Stop_and_Yield_Lines_at_Highway-Rail_Grade_Crossings_%28MUTCD_section_8B.28%29|620.2.25 Stop and Yield Lines at Highway-Rail Grade Crossings (MUTCD section 8B.28)]] to increase yield triangle size.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 31, 2025<br />
----<br />
* Starting 4/1/2025 LPA projects bid will require a Bidders List Quote Summary, this update is to incorporate this requirement into the pertinent EPG articles and figures in [[:LPA:136.9_Plans,_Specs_and_Estimates_(PSE)#136.9.4.1.1.15_Disadvantaged_Business_Enterprise_(DBE)_(49_CFR_Part_26)|136.9.4.1.1.15 Disadvantaged Business Enterprise (DBE)]], [[:LPA:136.10_Advertisement_for_Bid_and_Project_Award#136.10.6.6_Disadvantaged_Business_Enterprise_(DBE)_Requirements|136.10.6.6 Disadvantaged Business Enterprise (DBE) Requirements]] and [[:LPA:136.10_Advertisement_for_Bid_and_Project_Award#136.10.7.1.1_Responsive_Bid|136.10.7.1.1 Responsive Bid]] and figures.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 19, 2025<br />
----<br />
* Adding a new policy in EPG [[:Category:119_Project_Schedules|119 Project Schedules]] to standardize and centralize the project schedules for every project in the STIP and provide guidelines for how schedules are modified, updated, and communicated throughout the department.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 18, 2025<br />
----<br />
* EPG [[751.38_Spread_Footings#751.38.5_Modifications_for_Load_Eccentricity|751.38.5 Modifications for Load Eccentricity]] was revised to clarify eccentricity limit for spread footing per AASHTO LRFD specifications. EPG [[751.24_Retaining_Walls#751.24.2.1_Design|751.24.2.1 Design]] and [[751.24_Retaining_Walls#751.24.3.2_Design|751.24.3.2 Design]] were revised to clarify live load requirement for seismic design.<br />
* Added information about Performance Bonds to EPG [[:Category:941_Permits_and_Access_Requests#941.6.3.6_Deposit_Requirements|941.6.3.6 Deposit Requirements]] <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 6, 2025<br />
----<br />
* Added Balance Mix Design Q&A document in EPG [[:Category:403_Asphaltic_Concrete_Pavement|403 Asphaltic Concrete Pavement]] under the QRG's.<br />
* Updated current practice in EPG [[751.1_Preliminary_Design#751.1.1.2_Bridge_Survey_Processing_and_Bridge_Numbering|751.1.1.2 Bridge Survey Processing and Bridge Numbering]] and added new procedure for MMA crack filler jobs on bridges.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 5, 2025<br />
----<br />
* Updated FHWA form 1391 in EPG [[:LPA:136.11_Local_Public_Agency_Construction|136.11 Local Public Agency Construction]] and [[:LPA:136.12_Figures,_Glossary_and_Other_Useful_Links|136.12 Figures, Glossary and Other Useful Links]]<br />
* Updated LPA Final Acceptance Report Form C-239 in EPG [[:LPA:136.11_Local_Public_Agency_Construction|136.11 Local Public Agency Construction]] and [[:LPA:136.12_Figures,_Glossary_and_Other_Useful_Links|136.12 Figures, Glossary and Other Useful Links]]. This updated form is more in alignment with information needed for SMS data entry and Tracker. It also includes instructions which will help with data consistency.<br />
* Update to EPG [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.12_Prestress_Transfer|1029.2.12 Prestress Transfer]] to allow use of 4x8 cylinders.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 4, 2025<br />
----<br />
* Revisions to EPG [[616.13_Work_Zone_Capacity,_Queue_and_Travel_Delay|616.13 Work Zone Capacity, Queue and Travel Delay]], [[616.14_Work_Zone_Safety_and_Mobility_Policy|616.14 Work Zone Safety and Mobility Policy]] and [[616.25_MoDOT_Work_Zone_Guidelines|616.25 MoDOT Work Zone Guidelines]] were made to help operation and design teams determine whether or not work should be performed during nighttime hours or daytime hours.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 18, 2025<br />
----<br />
* Additional Clause for Road Relinquishment Agreements in EPG [[236.14_Change_in_Route_Status_Report#236.14.6_Roadway_Relinquishment_Agreement|236.14.6 Roadway Relinquishment Agreement]]. When conveying roadways to LPA's a clause can be added to the road relinquishment agreement, to convey any easements MoDOT may or may not know about. <br />
* Change Legal Description, Exhibit A to Property Description, Exhibit A in EPG [[236.7_Negotiation#236.7.2.20_Acquisition_by_Condemnation|236.7.2.20 Acquisition by Condemnation]] and [[238.2_Land_Surveying|238.2 Land Surveying]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 2, 2025<br />
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* Updates to EPG [[236.3_Administration#236.3.3.2_Right_of_Way_Cost_Estimates|236.3.3.2 Right of Way Cost Estimates]] and [[236.3_Administration#236.3.3.3_Preparation_of_Right_of_Way_Cost_Estimate_Forms|236.3.3.3 Preparation of Right of Way Cost Estimate Forms]] added link to new document Right of Way Cost Estimate Template 3.3.3A and B.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 31, 2025<br />
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* Update to EPG [[751.50 Standard Detailing Notes#H11. Fences and Sidewalks|751.50 - H11. Fences and Sidewalks]] to clarify use of resin anchors to attach fence post to structure.<br />
* Updated EPG [[:Category:823 Incarcerated Personnel Work Release Program|823 Incarcerated Personnel Work Release Program]] to match the Sixth Edition handbook. <br />
* Updated EPG [[236.7 Negotiation#236.7.2.20 Acquisition by Condemnation|236.7.2.20 Acquisition by Condemnation]] to reflect current process with Relocation. Condemnation packets do not provide multiple copies of documents, only one is necessary. EPG 236.7.1.12 Relocation Section Notices has been removed, ROW no longer has a “relocation section” anymore, our ROW negotiators cover both disciplines. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 30, 2025<br />
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* Add a note I1.62 stating that the contractor is responsible for asbestos abatement if they choose to remove the handrail to slip-form the blockout in EPG [[751.50 Standard Detailing Notes#I1. General|751.50 - I1 General]].<br />
* Updated EPG [[:Category:747 Bridge Reports and Layouts#747.2.3.4 Profile Sheets|747.2.3.4 Profile Sheets]] and [[:Category:747 Bridge Reports and Layouts#747.2.3.4.1.3 Additional Information for Railroad Crossings|747.2.3.6.3 Additional Information for Railroad Crossings]], field shots have been increased to 1,000 ft. each side of structure.<br />
* Revisions to EPG [[LPA:136.3 Federal Aid Basics#136.3.10.1 Background|136.3.10.1]] adds language to allow special road districts to receive soft match credit, and further requires that any agency doing so must be a legally identified politial subdivision in good financial standing.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 29, 2025<br />
----<br />
* Simplified barrier and railing usage guidance to align with current practice. Added guidance for concrete barrier with fence attachments. in EPG [[751.1 Preliminary Design#751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.1 Concrete Barriers|751.12.1 Concrete Barriers]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.2 Two Tube Rail (Top Mounted)|751.12.2 Two Tube Rail (Top Mounted)]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 28, 2025<br />
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* Guidance added for anchor bolt sizes, coating requirements, and Grade 105 hardware in EPG [[751.11 Bearings#751.11.3 Details|751.11.3 Bearings - Details]] and [[751.50 Standard Detailing Notes#H3. Bearings|Standard Detailing Notes - H3. Bearings]] .<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2025<br />
----<br />
* Updated Web Wall guidance in EPG [[751.1 Preliminary Design#751.1.2.28 Web Walls|751.1.2.28 Web Walls]] to match current practice.<br />
* Increased minimum specified thickness for polyester polymer concrete from 3/4" to 1" minimum thickness to ensure not less than 3/4" applied in field in EPG [[751.1 Preliminary Design#751.1.3.6 Deck Treatment|751.1.3.6 Deck Treatment]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 24, 2025<br />
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* Added EPG [[233.5 Intersection Alternatives]] providing additional guidance about intersection types implemented throughout the state with more context for consideration and comparisons.<br />
* Added EPG [[:Category:241 Aesthetic Considerations#241.7 Roundabout Aesthetic Structure|241.7 Roundabout Aesthetic Structure]] regarding new policy for determining what is allowed and the submittal/approval processes for roundabout structures on MoDOT right of way.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2025<br />
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* Update to EPG [[:Category:110 State and Federal Wage Rates and Other Requirements#110.1 Wage Rates (Guidance for Sec 110.1)|110.1 Wage Rates]] to provide clarity to who is responsible for running the report.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 9, 2025<br />
----<br />
* Updates to billboard policies were made to EPG [[236.16 Outdoor Advertising]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 3, 2025<br />
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* Updated EPG [[141.1 Cost Share Program]] to reflect the Commission policy change that increased the set aside portion for economic development from 10% to 20%.<br />
* EPG [https://epg.modot.org/forms/general_files/DE/RW-LPA/CS_Invoice_Documentation_Checklist.docx Fig. 136.4.18] is being revised to include supporting documentation requirements related to consultant travel expenses.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 2, 2025<br />
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* EPG [[147.3 Job Order Contracting (JOC)#147.3.9 Change Order Approvals|147.3.9 Change Order Approvals]] was updated with minor changes.<br />
* Minor updates were made to several Multimodal Boilerplate Agreement templates due to required federal changes in EPG [[153.19 Multimodal]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 24, 2024<br />
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* COCCO/RCO and COROW have collectively determined the Alternative Location Letters as defined within EPG [[:Category:235 Preliminary Plans#235.6 Approval of Preliminary Plan|Approval of Preliminary Plan]] and EPG [[236.10 Right Of Way Condemnation#236.10.7.3 Written Notice (RSMo 523.250)|236.10.7.3 Written Notice (RSMo 523.250)]] ARE NO LONGER REQUIRED. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 13, 2024<br />
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* Adjusted language to use a prescriptive term for water elevation in EPG [[751.1 Preliminary Design#751.1.2.9.2 Steel Girder Options|751.1.2.9.2 Steel Girder Options]].<br />
* Revised EPG [[106.12 Qualified Lists (QL) and Pre-Acceptance Lists (PAL)]] to provide a definition of qualified lists. This is to help clarify the difference between qualified materials and materials on the pre-apporved list (PAL).<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2024<br />
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* Updated EPG [[643.4 Railroads#643.4.1.6 Property Rights from Railroads|643.4.1.6 Property Rights from Railroads]] and EPG[[236.7 Negotiation#236.7.5.2 Railroads|236.7.5.2 Railroads]]to match current process of ROW liaisons coordinating ROW acquisition with RR companies rather than the Multimodal RR staff.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 11, 2024<br />
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* Removed TR17 Traffic Engineering Studies and TR18 Towing Services Agreement from EPG [[153.21 Traffic]], they are no longer used.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 27, 2024<br />
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* Added guidance to EPG [[:Category:109 Measurement and Payment#109.12.2 Change Order Approval|109.12.2 Change Order Approval]] to disallow the practice of contractors typing disclaimers on change orders when they sign.<br />
* Revised EPG [[751.24 Retaining Walls#751.24.2.1 Design|751.24.2.1 Design]] to allow wetcast modular wall blocks in splash zones for non-critical structural application. <br />
* Updated EPG [[751.32 Concrete Pile Cap Intermediate Bents#751.32.4.2 Encased Pile Cap Bent|751.32.4.2 Encased Pile Cap Bent]] to allow #4 @ 12" (min.) stirrup bars for encased pile cap bents instead of #5 @ 12” (min.). <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 21, 2024<br />
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* Harden language to not allow multi-cell box culverts where medium to heavy drift/debris is reported in EPG [[751.1 Preliminary Design#751.1.2.8 Box Culverts|751.1.2.8 Box Culverts]].<br />
* Clarified TSR information for sample records in EPG [[:Category:403 Asphaltic Concrete Pavement#403.1.5 Mixture Production Specification Limits .28Sec 403.5.29|403.1.5 Mixture Production Specification Limits (Sec 403.5)]].<br />
* Updating EPG [[642.14 ADA Transition Plan|642.14 ADA Transition Plan|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] to better describe the process for removal of pedestrian facilities that are not the responsbility of the MoDOT and adds a reference to EPG [[642.2 Consideration of Pedestrian Facilites on Projects|642.2 Consideration of Pedestrian Facilities on Projects]].<br />
* Updated EPG [[903.6 Warning Signs#903.6.11 Chevron Alignment Sign .28W1-8.29 .28MUTCD Section 2C.09.29|903.6.11 Chevron Alignment Sign (W1-8) (MUTCD Section 2C.09)]] this revision involves cleaning up and making the language of the policy more clear to users, removing old information regarding chevrons that no longer apply, changing the current policy from 10mph or greater speed difference to 15mph or greater speed difference, including new language from the 2023 MUTCD.<br />
* ASTM A252 Grade 3 may not be meeting weldable material requirements - updates were made to [[:Category:702 Load-Bearing Piles#702.1.1 Cast-In-Place .28CIP.29 Concrete Piles .28Sec 702.2.1.29|702.1.1 Cast-In-Place (CIP) Concrete Piles (Sec 702.2.1)]], [[751.3 Structural Steel Design Properties]], [[751.36 Driven Piles#751.36.2.1.2 Cast-In-Place .28CIP.29 Pile|751.36.2.1.2 Cast-In-Place (CIP) Pile]], [[751.36 Driven Piles#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity .28PNDC.29 of an individual pile|751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile]], [[751.36 Driven Piles#751.36.5.7.1.2 Design Values for Individual Cast-In-Place .28CIP.29 Pile|751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.36 Driven Piles#751.36.5.7.2.2 Design Values for Individual Cast-In-Place .28CIP.29 Pile|751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile]], [[751.39 Pile Footings#751.39.6.2 Pile Pull-out Force|751.39.6.2 Pile Pull-out Force]], and [[751.50 Standard Detailing Notes|751.50 Standard Detailing Notes A1.3, G5a1 and G5b1]].<br />
* Updated the buffer that contractors must utilize if human remains are encountered during construction in EPG [[127.2 Historic Preservation and Cultural Resources#127.2.9.2 Human Remains Encountered During Construction|127.2.9.2 Human Remains Encountered During Construction]].<br />
* Added [[751.50 Standard Detailing Notes#I1. General|751.50 Standard Detailing Notes I1.18]] to use with polyester polymer concrete (PPC) wearing surfaces.<br />
* Clarify staged bridge construction with MSE walls at the abutments and minimum backfill cover requirements for drainpipe under the leveling pad in EPG [[751.1 Preliminary Design#751.1.2.11 Staged Construction|751.1.2.11 Staged Construction]], [[751.24 Retaining Walls#751.24.2.1 Design|751.24.2.1 Design]] and [[751.50 Standard Detailing Notes#J1. General|751.50 note J1.43]].<br />
* Reorganization of EPG [[751.40 LFD Widening and Repair]].<br />
* The revisions to EPG [[:Category:1001 General Requirements for Material|1001 General Requirements for Material]], [[:Category:1005 Aggregate for Concrete|1005 Aggregate for Concrete]], and [[106.3.2.93 TM-93, Alkali Carbonate Reactivity Screening]] will help ensure concrete pavement and masonry are durable and will last the anticipated life span.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 20, 2024<br />
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* Updated EPG [[:Category:108 Prosecution and Progress#108.16 Project Dates|108.16 Project Dates]] the internal process was rearranged so dates flow with life of project. Removed references to actual and projected dates, they are no longer used in AWP software.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 11, 2024<br />
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* Removed restriction for use of transparent bridge deck forms on horizontally curved structures in [[751.10 General Superstructure#751.10.2.4 Transparent Forms| EPG 751.10.2.4 Transparent Forms]].<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 10, 2024<br />
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* Revised Tack Coat application rate for estimating quantities for bridges in [[751.6 General Quantities#751.6.2.16 Tack Coat| EPG 751.6.2.16 Tack Coat]].<br />
* Updated guidance with the State Funded ROW A-date process and clarified some other steps regarding the limited a-date process in [[236.3 Administration#236.3.4 Right of Way Acquisition Authority and Project Funding| EPG 236.3.4 Right of Way Acquisition Authority and Project Funding]]. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 9, 2024<br />
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* Update guidance on addressing apprenticeship guidance on prevailing wage rates in [[:Category:110 State and Federal Wage Rates and Other Requirements#110.3 Prevailing Wages and Records .28Guidance for Sec 110.3.29| EPG110.3 Prevailing Wages and Records (Guidance for Sec 110.3)]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 16, 2024<br />
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* Revised monetary limits due to the new 49 CFR part 24 final rule for relocation benefits and minor grammar updates were also made in [[236.8 Relocation Assistance Program|EPG 236.8 Relocation Assistance Program]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 22, 2024<br />
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* Updated EPG [[:Category:408 Prime Coat#408.1.5 Method of Measurement .28Sec 408.5.29|408.1.5 Method of Measurement (Sec 408.5)]] to provide guidance and specifications for volume correction of liquid asphalt.<br />
* Updated Longitudinal Buffer Spaces (Table 616.3.6) in EPG [[616.3 Temporary Traffic Control Elements (MUTCD Chapter 6C)#616.3.6.4 Side Road Tapers|616.3.6.4 Side Road Tapers]].<br />
* Updates to EPG [[:Category:618 Mobilization|618 Mobilization]], this eliminates a separate payment for contract bond and RR insurance. No change to the retention of mobilization in excess of 10% of the contract (released at acceptance for maintenance).<br />
* Updates to reflect LRFD seismic bridge and retaining wall design policy implementation in EPG [[321.2 Geotechnical Guidelines#321.2.4.4 Light Towers|321.2.4.4]], [[:Category:720 Mechanically Stabilized Earth Wall Systems#720.1 Materials Guidance for Sec 720|720.1]], [[:Category:747 Bridge Reports and Layouts#747.2.6.2 Mechanically Stabilized Earth .28MSE.29 Wall Systems|747.2.6.2]], [[:Category:751 LRFD Bridge Design Guidelines|multiple articles in 751]], [[:Category:756 Seismic Design|756]] and [[:Category:1052 Mechanically Stabilized Earth Wall (MSE) and Sound Wall System Components|multiple articles in 1052]].<br />
* Include EPG guidance for use of stay-in-place transparent forms for bridge decks in EPG [[751.6 General Quantities#751.6.1 Index of Quantities|751.6.1 Index of Quantities]], [[751.10 General Superstructure#751.10.1.7 Standard Bridge Deck Details|751.10.1.7 Standard Bridge Deck Details]], [[751.10 General Superstructure#751.10.2.4 Transparent Forms|751.10.2.4 Transparent Forms]] and [[751.50 Standard Detailing Notes#B3c. Slabs on Steel.2C Concrete and Semi-Deep Abutment.2C and Reinforced Concrete Wearing Surfaces.|751.50 Standard Detailing Notes]].<br />
* Chain link fence revised for LRFD specifications and added 120-inch straight and 96-inch curved chain link fence options. Fence posts are attached to top of curb. Chain link fence with Type D and H barrier options also added to allow the barrier to be slip-formed with chain link fence posts attached to back face of barrier, see EPG [[751.5 Structural Detailing Guidelines#751.5.8.5 Pedestrian Railing|751.5.8.5 Pedestrian Railing]], [[751.6 General Quantities]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.4 Chain Link Fence|751.12.4 Chain Link Fence]] and [[751.50 Standard Detailing Notes#H11. Fences and Sidewalks|751.50-H11 Standard Detailing Notes]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 18, 2024<br />
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* EPG [[751.1 Preliminary Design#751.1.3.4 Barrier or Railing Type.2C Height and Guidelines for Curb Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]] was updated to correct the crash test classification for the 12” x 29” vertical bridge barrier. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 11, 2024<br />
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* Current armor detail is no longer in production. An optional armor detail is provided in bridge standard drawings. Added a standard note for those drawings to EPG [[751.50 Standard Detailing Notes#H5d. Strip Seal .28Notes for Bridge Standard Drawings.29|751.50]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 3, 2024<br />
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* Updated Safer Document in EPG [[907.9 Safety Assessment For Every Roadway (SAFER)|907.9]].<br />
* Updated the language in EPG [[:Category:128 Conceptual Studies#128.2 Preventive Maintenance Projects .281R and 2R.29|128.2 Preventive Maintenance Projects (1R and 2R)]] to be consistent with the messaging for the SAFER program. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 2, 2024<br />
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* EPG [[:Category:941 Permits and Access Requests#941.9.8.4 Culvert Pipe|941.9.8.4 Culvert Pipe]] updates the terminology of the plastic pipes and updates the guidance on use with driveways.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2024<br />
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* Update EPG [[147.3 Job Order Contracting (JOC)]] to provide clarity for submitting non-standard JOCs.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2024<br />
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* Updated processes and procedures related to Environmental/Historic Preservation work on LPA projects in EPG [[LPA:136.6 Environmental and Cultural Requirements|136.6 Environmental and Cultural Requirements]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 5, 2024<br />
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* Added a standard note to ensure that touch-up products for galvanized reinforcing steel do not contain aluminum in EPG [[751.50 Standard Detailing Notes#C1. Bill of Reinforcing Steel|751.50 Standard Detailing Notes]].<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 28, 2024<br />
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* EPG [[:Category:105 Control of Work#105.15.2 Final Acceptance|105.15.2 Final Acceptance]] was updated to clarify the DBE Final Payment Form now serves as the required DBE Participation List and Final Verification.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 23, 2024<br />
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* Updated EPG [[751.37 Drilled Shafts#751.37.1.1 Dimensions and Nomenclature|751.37.1.1 Dimensions and Nomenclature]], [[751.37 Drilled Shafts#751.37.1.6 Drilled Shaft General Detail Considerations|751.37.1.6 Drilled Shaft General Detail Considerations]] and [[751.50 Standard Detailing Notes#G8. Drilled Shaft|751.50 Standard Detailing Notes - G8. Drilled Shaft]] to clarify column and drilled shaft connection details so contractors do not insert column reinforcements or dowel bars into drilled shaft’s wet concrete.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2024<br />
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* Updated EPG [[106.3.2.59 TM-59, Determination of the International Roughness Index]] - Profiler certification requirements have changed. Smoothness dispute resolutions no longer settled by the MoDOT SurPro and will require a Third Party.<br />
* MoDOT's guidance for use of guard cable has been updated to clarify low-tension references are for repairs only and all new installations will be high-tension guard cable. These revisions also include guidance for splicing both high-tension and low-tension guard cable in EPG [[231.1 Median Width#231.1.2 Barrier Types|231.1.2 Barrier Types]], [[606.2 Guard Cable]], [[:Category:617 Traffic Barrier|617 traffic barrier]] and [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Guard Cable Material|1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Guard Cable Material]].<br />
* Updated EPG [[:Category:612 Impact Attenuators|612 Impact Attenuators]], [[:Category:612 Impact Attenuators#612.4 Construction Inspection Guidelines|612.4 Construction Inspection Guidelines]] and [[616.23 Traffic Control for Field Operations#616.23.2.5.11 Protective Vehicles|616.23.2.5.11 Protective Vehicles]] - This clarifies usage of Impact Attenuators within Work Zones. These clarifications align with recent revisions to TAs and TMA usage.<br />
* Revised content in EPG [[616.19 Quality Standards for Temporary Traffic Control Devices|616.19 - Quality Standards for Temporary Traffic Control Devices]] to language consistent with current policy and rearranged to flow with the order of first appearance in a work zone. Some revisions included eliminating outdated or unnecessary content, including pictures, for the specific article.<br />
* Updates to EPG [[751.1 Preliminary Design#751.1.3.4 Barrier or Railing Type.2C Height and Guidelines for Curb Blockouts|751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts]], [[751.8 LRFD Concrete Box Culverts#751.8.3.5 Miscellaneous|751.8.3.5 Miscellaneous]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.2 Two Tube Rail .28Top Mounted.29|751.12.2 Two Tube Rail (Top Mounted)]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.6 Culvert Guardrail .28Top Mounted.29|751.12.6 Culvert Guardrail (Top Mounted)]] and [[751.50 Standard Detailing Notes]] provide a MASH option for attaching guardrail to box culverts. These revisions also include guidance for Two Tube Bridge Railings. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 13, 2024<br />
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* Updated the Missouri Uniform Crash Report Preparation Manual in [[907.4 Missouri Uniform Accident Report|EPG 907.4]].<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 10, 2024<br />
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* [[902.15 Designing a Traffic Signal#902.15.3.1 Optional Bidding of Traffic Signal Detectors|EPG 902.15.3.1]] has been revised to allow core team to specify signal detection type to be documented with memo in eProjects instead of a design exception.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 27, 2024<br />
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*[[751.1 Preliminary Design|EPG 751.1 Preliminary Design]] and [[751.36 Driven Piles|EPG 751.36 Driven Piles]] were revised to clarify guidance for field verification of pile driving which affects design and construction.<br />
*[[751.5 Structural Detailing Guidelines#751.5.9.2.1.2 Bend Shapes|EPG 751.5.9.2.1.2 Bend Shapes]]: New article under the general information for reinforcing steel explaining MoDOT’s bent bar shapes used in structures.<br />
*[[751.5 Structural Detailing Guidelines#751.5.9.2.7 Length Calculations|EPG 751.5.9.2.7 Length Calculations]]: Clarified calculations for hook dimensions and bend deductions.<br />
*[[751.11 Bearings#751.11.3.5 Anchor Bolts|EPG 751.11.3.5]], [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.3 Type D and H .2842.CA.BA and 32.CA.BA single sloped railing.29|751.12.1.3-6]],[[751.22 Prestressed Concrete I Girders#751.22.3.4.1 Reinforcing Steel Details|751.22.3.4.1]] and [[751.31 Open Concrete Intermediate Bents|751.31]],[[751.32 Concrete Pile Cap Intermediate Bents|32]] & [[751.35 Concrete Pile Cap Integral End Bents|35]]: Revised references to stirrup pin bend shapes. Revised bar shape dimensions or shape numbers in accordance with revisions to the bill of reinforcing standard drawing.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 14, 2024<br />
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*Changes made to [[902.5 Traffic Control Signal Features (MUTCD Chapter 4D)#902.5.23 Signal Indications for Left-Turn Movements .E2.80.93 General .28MUTCD Section 4D.17.29|902.5.23 Signal Indications for Left-Turn Movements – General (MUTCD Section 4D.17)]] due to new guidelines for Protected Only Left Turns.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 23, 2024<br />
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*Change made to [[230.1 Horizontal Alignment#230.1.5 Spiral Transition Curves|EPG 230.1.5 Spiral Transition Curves]] due to a change in the 2018 AASHTO Green Book for superelevation runoff lengths for 50+ mph.<br />
*[[616.8 Typical Applications (MUTCD 6H)#616.8.1 Temporary Traffic Control for Contract Plan Sheet Development|616.8.1 Temporary Traffic Control for Contract Plan Sheet Development]] clarifies stationary TMAs will become a new lump sum bid item with applicable new TMA JSP. Mobile operation TMAs will be incidental to the bid items that utilize such methods to get a task done.<br />
*Clarified guidance for conduit clamp anchors versus anchor bolts in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs|EPG 751.12.1.2.7 Details of Mounting Light Poles on Safety Barrier Curbs]] and [[751.50 Standard Detailing Notes#H4. Conduit System|EPG 751.50 - H4. Conduit System]].<br />
*Provided a MASH TL-4 steel barrier alternate for bridges. Creating MO Std Plans 606.61 and Bridge Standard Drawings TTR04 & 05. Adding standard notes to [[751.50 Standard Detailing Notes#H9. Thrie Beam and Other Rail Types .28Notes for Bridge Standard Drawings.29|EPG 751.50 - H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings).]]<br />
*Updated [[:Category:1048 Pavement Marking Material#1048.2.1.1 Qualified List|EPG 1048.2.1.1 Qualified List]] due to NTPEP has changed their name to AASHTO Product Evaluation and Audit Solutions.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 18, 2023<br />
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*Updates were made to [[236.12_Quality_Assurance_Reviews|236.12 Quality Assurance Reviews]] to provide a more accurate description of the current processes and procedures of our QARs.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 22, 2023<br />
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*Changes made to EPG guidelines for flags in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.2.2_Flags_and_Advance_Warning_Rail_System_on_Signs|616.6.2.2 Flags and Advance Warning Rail System on Signs]] and [[616.5_Flagger_Control_(MUTCD_Chapter_6E)#616.5.3.4_Single_Flagger|616.5.3.4 Single Flagger]] to meet the Manual on Uniform Traffic Control Devices (MUTCD). [[:Category:612_Impact_Attenuators#612.1.4_MoDOT_Equipment.2FMaterials_Stored_in_Bed_of_Protective_Vehicle_Guidelines|612.1.4 MoDOT Equipment/Materials Stored in Bed of Protective Vehicle Guidelines]] was updated to describe how to safely carry loads/cargo in back of the PV as long as it is secure.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 19, 2023<br />
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*Added new EPG article [[907.10_Complete_Streets|907.10 Complete Streets]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 15, 2023<br />
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*[[616.8_Typical_Applications_(MUTCD_6H)|616.8 Typical Applications (MUTCD 6H)]] was updated.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 22, 2023<br />
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*Added info and related notes & pay items to EPG for Decorative Pedestrian Fence. Creating Bridge Standard Drawings. Incorporating a Bridge Pre-qualified Listing (BPPL) for decorative fencing in EPG [[751.6_General_Quantities#751.6.1_Index_of_Quantities|751.6.1 Index of Quantities]], [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.5_Decorative_Pedestrian_Fence|751.12.5 Decorative Pedestrian Fence]], and [[751.50_Standard_Detailing_Notes|751.50 Standard Detailing Notes]]. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 14, 2023<br />
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*Updated guidance that indicates when temporary stop signs should be placed at signalized intersections where the electric is out in EPG [[902.5_Traffic_Control_Signal_Features_(MUTCD_Chapter_4D)#902.5.43.1_Temporary_Stop_Signs_at_Signalized_Intersections|902.5.43.1 Temporary Stop Signs at Signalized Intersections]].<br />
*Updated wind loads in EPG [[751.2_Loads#751.2.2.3_Wind_Loads|751.2.23 Wind Loads]] to current LRFD Bridge design Specifications.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 11, 2023<br />
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*Updated EPG [[:Category:753_Bridge_Inspection_Rating|753.15 (Section 15) - Bridge Inspection Rating Manual]] to make the load rating process clearer to users. For efficiency purposes, excel Load Rating Summary Sheets have also been added to the EPG.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 21, 2023<br />
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*Updated and created new graphs for EPG [[751.22_Prestressed_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|751.22.1.3 Typical Span Ranges]] and [[751.22_Prestressed_Concrete_I_Girders#751.22.1.4_Span_and_Structure_Lengths|751.21.4 Span and Structure Lengths]] to better reflect current design practices,<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 19, 2023<br />
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*Revised [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] to add Type IV Fluorescent Orange, replacing Type IV Orange and Type IX/XI Fluorescent Orange for trim-line and drum-like channelizers. Type IV Fluorescent Orange will provide better visibility and luminance at driver's normal observation angle. Type IX/XI are designed for higher observation angle performance and incur higher costs to the TTCD.<br />
<br />
*Revised [[:Category:1041_Polypropylene_Culvert_Pipe#1041.7_Polypropylene_Culvert_Pipe_Properties|1041.7 Polypropylene Culvert Pipe Properties]] for current AASHTO references concerning polypropylene storm sewer pipe and NTPEP requirement to be placed on the qualified list. [[750.7_Non-Hydraulic_Considerations#750.7.2_Types|750.7.2]] was also updated to clean up some wording to accurately describe which pipe type is allowable for each group of pipe.<br />
<br />
*Added guidance on the change from the contractor self perform requirement from 40% to 30% in [[:Category:108_Prosecution_and_Progress#108.1.1_Review_and_Approval_of_a_Subcontract_Request|108.1.1 Review and Approval of a Subcontract Request]].<br />
<br />
*[[:Category:1017_Slag_Cement|1017 Slag Cement]] was revised to better define slag. Slag cement is the industry terminalolgy and intended material. <br />
<br />
*Modify referenced ASTM materal standards for HDPE in [[:Category:1060_Electrical_Conduit|1060 Electrical Conduit]] to accurately reflect use as electrical conduit.<br />
<br />
*[[:Category:1007_Aggregate_for_Base|1007 Aggregate for Base]] processes for the Districts and CM Lab are being updated to establish how comparable and non-comparable tests and material will be handled. <br />
<br />
*Added AASHTO Reference for filter sock to [[806.2_Sediment_Control_Measures|806.2 Sediment Control Measures]] and [[806.8_Storm_Water_Pollution_Prevention_Plan_(SWPPP)#806.8.6.4_Sediment_Control_Measures|806.8.6.4 Sediment Control Measures]].<br />
<br />
*[[616.27_Fleet_Lighting|Fleet Lighting]] and [[:Category:612_Impact_Attenuators#612.1.2_MoDOT_Protective_Vehicle.2FTMA_Marking_and_Lighting|612.1.2 MoDOT Protective Vehicle/TMA Marking and Lighting]] were updated to align with the new typical applications.<br />
<br />
*Shop drawing review and fabrication inspection responsibilities have been updated in [[106.16_Special_Designs_and_Shop_Drawings#106.16.2_Shop_Drawings|106.16.2 Shop Drawings]] and [[:Category:1080_Structural_Steel_Fabrication#1080.2_Fabrication_Inspection_Shipment_Release_.28FISR.29|1080.2 Fabrication Inspection Shipment Release (FISR)]]<br />
<br />
*Updated [[:Category:950_Automated_Traffic_Enforcement#950.1.4_Violation_Study|950.1.4 Violation Study]] and [[:Category:950_Automated_Traffic_Enforcement#950.1.6_Conditions_for_Intersections_with_Automated_Red-Light_Violation_Enforcement_Equipment_Installed_After_January_2011|950.1.6 Conditions for Intersections with Automated Red-Light Violation Enforcement Equipment Installed After January 2011]]. Clarifcation was added for who at MoDOT will review the data.<br />
<br />
*[[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|751.10.1.12 Slab Pouring Sequences and Construction Joints]] and [[751.50_Standard_Detailing_Notes#H6._Pouring_and_Finishing_Concrete_Slabs|H6. Pouring and Finishing Concrete Slabs]] have been updated to clarify for simple spans and for redecks (both don’t require pouring sequences) that decks shall be poured up grade.<br />
<br />
*[[:Category:242_Optional_and_Alternate_Pavement_Designs#242.6_Specifying_One_Pavement_Type|242.6 Specifying One Pavement Type]] was updated to change documentation requirements from Design Exception, to file a memo in eProjects. The State Design Engineer and State Construction and Materials Engineer will still need to be informed when one pavement type is specified on a MoDOT contract.<br />
<br />
*Added acceeleration/decereation lane guidance lookup table to [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.6_Type_4:_Directional_Median_Opening_with_Downstream_U-Turns|233.2.6 Type 4: Directional Median Opening with Downstream U-Turns]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2023<br />
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*Updated TRB’s NCHRP Report 1043, Guide for Roundabouts in [[233.3_Roundabouts|233.3 Roundabouts]]<br />
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*Updated [[:Category:753_Bridge_Inspection_Rating|753 Bridge Inspection Rating]] - A new section was added to the Bridge Inspection Rating Manual - Tunnel Inspection Requirements in Missouri<br />
<br />
*Updated [[:Category:941_Permits_and_Access_Requests#941.10_Automated_License_Plate_Readers_and_Pan-Tilt-Zoom_Cameras|941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] to reflect new approval process with the Department of Public Safety and clearification on existing guidance.<br />
<br />
*Updates to [[:Category:941_Permits_and_Access_Requests#941.2_Entrance_Requests_Within_Controlled_Access_Right_of_Way|941.2 Entrance Requests Within Controlled Access Right of Way]] have been made to improve coordination between district traffic and right of way staff.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 24, 2023<br />
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*Added two new Material Inspection Test Methods to 106.3.2: [[106.3.2.91_TM-91,_Determination_of_Total_Sulfur_in_Fly_Ash_by_Sodium_Carbonate_fusion|106.3.2.91 TM-91, Determination of Total Sulfur in Fly Ash by Sodium Carbonate fusion]] and [[106.3.2.92_TM-92,_Determination_of_Sulfide_sulfur_by_oxidation_of_blended_slag_cements|106.3.2.92 TM-92, Determination of Sulfide sulfur by oxidation of blended slag cements]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 1, 2023<br />
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*Updated [[Media:903.2a_Signpost_Selection_Guide_2022-5-23.xls|Signpost Selection Guide]] to show "BREAKAWAY REQUIRED" note for applicable entries in the PSST tab.<br />
<br />
*Revised [[751.21_Prestressed_Concrete_Slab_and_Box_Beams#751.21.3.4_Prestressing_Strands|EPG 751.21.3.4]] to always use regular-size and fully stressed prestressing strands for the top two prestressing strands for the purpose of supporting the reinforcement cage. The 3/8” support strands are not sufficiently supporting the reinforcement cage. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 26, 2023<br />
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*Due to a new code of federal regulations relating to bridge weight classifications, [[903.5_Regulatory_Signs#903.5.36_Weight_Limit_Signs_.28R12_Series.29_.28MUTCD_Section_2B.59.29|903.5.36]] has been updated to reflect the changes in signs which will be associated with the new classifications.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2023<br />
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*A revision to Sec 401.7.6 will clarify that the density requirement applies to only unconfined longitudinal joints. [[:Category:401_Bituminous_Base_and_Pavement#401.2.6_Construction_Requirements_.28Sec_401.7.29|EPG 401.2.6]] pertaining to this spec has been modified.<br />
<br />
*Updated [[751.10_General_Superstructure#751.10.4_Conduit_Systems|EPG 751.10.4]] and [[751.50_Standard_Detailing_Notes#H4._Conduit_System|751.50]] to clarify allowed conduit size and junction box size in concrete barrier Type D, Type H, bridge abutment wing and slab.<br />
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*Added the reasoning behind the 90 day camber for typical bridge projects in [[751.22_Prestressed_Concrete_I_Girders|EPG 751.22]] and consideration of line sag is necessary to retrieve accurate camber measurements in [[:Category:1029_Fabricating_Prestressed_Concrete_Members_for_Bridges#1029.2.13_Inspection_of_Completed_Members|EPG 1029.2.13.]]<br />
<br />
*Updated [[750.6_Erosion_Control_and_Energy_Dissipation#750.6.3.3_Rock_Ditch_Liner|EPG 750.6.3.3]] clarifying that geotextile is required with Rock Blanket, and now requiring in all installations of Rock Ditch Liner.<br />
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*Updated [[:Category:450_Bituminous_Pavement_Design|EPG 450]] to reflect a change in policy to increase minimum lift thicknesses for Superpave and Bituminous Pavement mixes, as per "four times the nominal maximum aggregate size" as recommended by NCHRP study. Additionally, language was added to explain MSCR Graded binders.<br />
<br />
*Update to current sheeting types in [[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)|EPG 616.6.]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2023<br />
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*References to LRFD specifications for development lengths and splice lengths have been updated to those of the current version of the AASHTO LRFD Bridge Design Specifications.<br />
*Articles [[751.5_Structural_Detailing_Guidelines|751.5]] and [[751.37_Drilled_Shafts#751.37.6.1_Reinforcement_Design|751.37.6.1]] have been updated to reflect these changes.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 12, 2023<br />
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*Added verification of signature link and updating language addressing types of appraisals required during condemnations in [[:LPA:136.8_Local_Public_Agency_Land_Acquisition#136.8.5.2_Title_Information|EPG 136.8.5.2]], [[236.7_Negotiation#236.7.1.13_Pre-Negotiation_Preparation|EPG 236.7.1.13]], and [[EPG 236.10_Right_Of_Way_Condemnation#236.10.7.5_Appraisal.2C_Waiver_Valuation_and_Written_Offer_.28RSMo_523.253.29|236.10.7.5]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 8, 2023<br />
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*Updated the terminology of divisional (formerly median) islands constructed with non-mountable curbs in EPG Articles [[233.2_At-Grade_Intersections_with_Stop_and_Yield_Control#233.2.12_Islands|233.2.12 Islands]], [[643.4_Railroads#643.4.1.14_Railroad_Crossing_Median_Islands|643.4.1.14 Railroad Crossing Median Islands]] and [[901.1_Lighting_to_be_Provided,_Operated,_and_Maintained_at_State_Expense|901.1.2 Basic Lighting and Intersections Including Ramp Terminals at Crossroads]].<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 7, 2023<br />
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*Archived [[:Category:405 Processing Reclaimed Asphalt|405 Processing Reclaimed Asphalt]]. The information in this Article is outdated and has been removed.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 9, 2023<br />
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*Updated [[:Category:401_Bituminous_Base_and_Pavement#401.2.3_Job_Mix_Formula_.28Sec_401.4.29|EPG 401.2.3]] and [[:Category:403_Asphaltic_Concrete_Pavement#403.1.4_Job_Mix_Formula|EPG 403.1.4]] so that District Materials may approve mix transfers if the mix quantity per project is 250 tons or less provided the mix type and contract binder grade match what’s listed on the plan sheets or change order.<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">February 1, 2023<br />
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*[[616.6_Temporary_Traffic_Control_Zone_Devices_(MUTCD_6F)#616.6.87_Temporary_Rumble_Strips_.28MUTCD_6F.87.29|616.6.87 Temporary Rumble_Strips (MUTCD_6F.87)]] has been updated to discontinue short-term temporary rumble strips and continue the use of long-term temporary rumble strips.<br />
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*Added FS37_Carbon_Reduction_Program_(CRP)_Funds to [[153.11_Financial_Services|EPG 153.11 Financial Services]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 27, 2023<br />
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*Updated [[:Category:139_Design_-_Build|EPG 139 Design-Build]]</br><br />
This revision updates the Design-Build guidance and processes for invoice reviews, risk to identify auditing, and other minor revisions.<br />
<br />
*Updated [[:Category:134_Engineering_Professional_Services|EPG 134 Engineering Professional Services]]</br><br />
Revisions to EPG 134 better emphasize how conflicts of interest are identified, better defines the solicitation and selection process, rating/scoring of consultants, and brings the entire process up to current practices. <br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 19, 2023 <br />
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*Updated [[LPA:136.4_Consultant_Selection_and_Consultant_Contract_Management|EPG 136.4]]<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 18, 2023 <br />
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*Revising various specs and EPG articles ([[751.1_Preliminary_Design#751.1.2.9_Girder_Type_Selection|EPG 751.1.2.9]], [[751.6_General_Quantities|751.6]], [[751.14_Steel_Superstructure#751.14.5.8_Protective_Coating_Requirements|751.14.5.8]], [[751.50_Standard_Detailing_Notes|751.50]], [[:Category:1045_Paint_for_Structural_Steel|1045]]) for updates to preferred paint systems. Adding organic zinc coatings and removing calcium sulfonate.<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 10, 2023 <br />
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*Update [[903.6_Warning_Signs#903.6.11_Chevron_Alignment_Sign_.28W1-8.29_.28MUTCD_Section_2C.09.29|EPG 903.6.11]] Chevron Alignment Sign (W1-8)<br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">January 1, 2023 <br />
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*Updated [[616.8_Typical_Applications_(MUTCD_6H)]]</br><br />
*Added new Typical Applications Effective January 1, 2023<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 12, 2022<br />
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*Renamed and updated 127.28 Linking Planning and the National Environmental Policy Act (NEPA) to [[127.28_Planning_and_Environmental_Linkages_(PEL)_and_the_National_Environmental_Policy_Act_(NEPA)|127.28 Planning and Environmental Linkages (PEL) and the National Environmental Policy Act (NEPA)]]. The intent and definition of a PEL has changed since the EPG article was written. This update makes it current to practice. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">December 6, 2022<br />
----<br />
*[[910.5_ITS_Improvements_Procurement#910.5.1_ITS_Procurement_Overview|910.5.1]] - Added 2 CFR 200.216 reference on prohibited vendors<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 28, 2022<br />
----<br />
*Added new EPG Article [[153.4 Administrative|153.4 Administrative]] in [[:Category:153 Agreements and Contracts|EPG 153 Agreements and Contracts]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 15, 2022<br />
----<br />
*[[131.2_Proprietary_Items_and_Public_Interest_Findings|EPG 131.2]] - Removed FHWA and CFR references due to the Changes in 2019 no longer requiring it.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 10, 2022<br />
----<br />
*Correcting language related to NEPA and plan development milestones in EPG [[127.1_Request_for_Environmental_Services#127.1.2.2_Preliminary_Plans_Stage|127.1.2.2]], [[:Category:235_Preliminary_Plans#235.1_Purpose|235.1]], [[:Category:235_Preliminary_Plans#235.2_Procedure|235.2]], [[:Category:235_Preliminary_Plans#235.6_Approval_of_Preliminary_Plan|235.6]], [[236.13_Designing_Right_of_Way_Plans|236.13]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">November 01, 2022<br />
----<br />
*Modified [[LPA:136.1 Introduction#136.1.3.2 Preliminary and Final Design|EPG 136.1.3.2]], [[LPA:136.7 Design#136.7.2.1.6.1 Minimum Plan Requirements|EPG 136.7.2.1.6.1]], and [[LPA:136.7 Design#136.7.2.2.5.1 General Guidance|EPG 136.7.2.2.5.1]]. Added clarification of the requirement to have LPA preliminary plans reviewed and approved prior to submitting ROW plans for review and approval and provide the approval on a specific memo. <br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 24, 2022<br />
----<br />
*[[:Category:403_Asphaltic_Concrete_Pavement#403.1_Construction_Inspection_for_Sec_403|EPG Section 403.1]] has been revised primarily to incorporate a longstanding separate Word doc, which explained sampling, testing and acceptance procedures for projects with Superpave mixes. Additional revisions were made to update in accordance with current construction and materials specifications.<br />
<br />
*[[903.3_Ground-Mounted_Sign_Supports#903.3.4.4_Pipe_Posts|903.3.4.4]] was updated to eliminate redundant 3" pipe post and update capacities.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">October 21, 2022<br />
----<br />
*[[:Category:712_Structural_Steel_Construction#712.1.5_High_Strength_Bolts_.28Sec_712.7.29|EPG 712.1.5]] updated to reflect modified testing requirements for high strength bolts.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 13, 2022<br />
----<br />
Updated wording in [[806.1 Erosion Control Measures#806.1.7 Temporary Seeding|EPG 806.1.7 Temporary Seeding]], [[806.1 Erosion Control Measures#806.1.7.1 Design Considerations|EPG 806.1.7.1 Design Considerations]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching ]]to be in sync with the July 2022 Revisions<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 8, 2022<br />
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Updated the guidance for [[:Category:129 Public Involvement|EPG Category:129 Public Involvement]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 6, 2022<br />
----<br />
Updated Request for Environmental Services(RES) Instruction Manual in [[:Category:101 Standard Forms|EPG Category:101 Standard Forms]], [[127.1 Request for Environmental Services|EPG 127.1 Request for Environmental Services]] and [[:Category:128 Conceptual Studies|EPG Category:128 Conceptual Studies]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">September 1, 2022<br />
----<br />
Updated figures [[Media:136.6.15_e106_Example_2022.pdf|136.6.15 Example e106 Form]] and [[Media:136.6.16 2022.pdf|136.6.16 LPA Project Checklist for Adverse Effects]] in [[LPA:136.6 Environmental and Cultural Requirements|EPG LPA:136.6 Environmental and Cultural Requirements]]<br />
<br />
Updated the table in [[153.21 Traffic|EPG 153.21 Traffic]] TR06 was modified and TR07 and TR30 were removed<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">August 31, 2022<br />
----<br />
Noise Ordinance Signing overhauled to [[903.5 Regulatory Signs#903.5.43 Engine Brake Muffler Required Signing|EPG 903.5.43 Engine Brake Muffler Required Signing]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 28, 2022<br />
----<br />
Update to [[:616.14 Work Zone Safety and Mobility Policy#616.14.3.4_Work_Zone_Review_Team|EPG 616.14.3.4 Work Zone Review Team]] - During work zone reviews, video recording is used to help viewing work zone after the formal review if there is questions of the work zone. The video recording allows to retain up to 5 buisiness days and then shall be deleted<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 25, 2022<br />
----<br />
The [[:Category:753 Bridge Inspection Rating|Bridge Inspection Rating Manual]] has been updated<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">July 20, 2022<br />
----<br />
Removed Warning lights from [[616.19 Quality Standards for Temporary Traffic Control Devices|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]], [[616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)|EPG 616.4 Pedestrian and Worker Safety (MUTCD Chapter 6D)]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)|EPG 616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)]] and [[616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)|EPG 616.7 Type of Temporary Traffic Control Zone Activities (MUTCD 6G)]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 29, 2022<br />
----<br />
[[620.6 Colored Pavements#620.6.1 School Logo Pavement Markings|EPG 620.6.1 School Logo Pavement Markings]] - This new guidance clarifies that these markings are not permitted<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 27, 2022<br />
----<br />
File Naming Convention for all eProject Documents - New guidelines are available in [[237.13 Contract Plan File Name Convention#237.13.1 Design Contract Plans|EPG 237.13.1 Design Contract Plans]] for a filing convention that is searchable without bringing undue pressure or constraint upon the districts<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 24, 2022<br />
----<br />
[[751.14 Steel Superstructure|EPG 751.14 Steel Superstructure]] - Guidance for tension flanges with holes was clarified in [[751.14 Steel Superstructure#Tension Flanges with Holes|EPG 751.14.2.2 Analysis Methods]], [[751.14 Steel Superstructure#Holes in the tension flange1|EPG 751.14.5.1 Bearing Stiffeners]] and [[751.14 Steel Superstructure#Holes in the tension flange2|EPG 751.14.5.2 Int. Diaphragms and Cross Frames]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 21, 2022<br />
----<br />
Pushbutton Locations - In [[902.6 Pedestrian Control Features (MUTCD Chapter 4E)#902.6.8 Pedestrian Detectors (MUTCD Section 4E.08)|EPG 902.6.8 Pedestrian Detectors]] and in the [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Checklist], guidance has been updated to reflect the minimum distance of pushbuttons from the curb line has been returned to 30 inches<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 3, 2022<br />
----<br />
[[236.5 Property Management#236.5.25.5 Risk Assessment|EPG 236.5.25.5 Risk Assessment]] - Sovereign immunity limits increased in January 2022 and MoDOT's per occurrence coverage increased from $3.0 M to $3.5 M<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">June 1, 2022<br />
----<br />
In [[751.11 Bearings#751.11.3.6 Girder/Beam Chairs|EPG 751.11.3.6 Girder/Beam Chairs]], [[751.22 Prestressed Concrete I Girders#751.22.3.5 Strands at Girder Ends|EPG 751.22.3.5 Strands at Girder Ends]] and [[751.22 Prestressed Concrete I Girders#751.22.3.7 Closed Concrete Intermediate Diaphragms|EPG 751.22.3.7 Closed Concrete Intermediate Diaphragms through EPG 751.22.3.11 Steel Intermediate Diaphragms]], guidance was revised to decrease the footprint of girder/beam chairs, clarify and expand concrete diaphragm details to incorporate larger girders, and remove web coil ties in bulb-tees and NU girders to reflect the recent change to standard drawings<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 20, 2022<br />
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[[907.8 Speed Trailers Deployed by Others|EPG 907.8 Speed Trailers Deployed by Others]] - This new article provides guidance for speed trailer deployment to aid local law enforcement in the proper use of these devices<br />
<br />
[[:Category:941 Permits and Access Requests#941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras|EPG 941.10 Automated License Plate Readers and Pan-Tilt-Zoom Cameras]] - Guidance for the License Plate Reader (LPR) was clarified and expanded for proper LPR installations as identified through processing initial requests<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 19, 2022<br />
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[[:Category:747 Bridge Reports and Layouts#747.2.2.4 HEC-RAS GEO Files for Stream Crossings|EPG 747.2.2.4 HEC-RAS GEO Files for Stream Crossings]] - This subarticle was retitled and its guidance updated to reflect the current use of the "HEC-RAS Convertor for Open Roads Designer" spreadsheet<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 16, 2022<br />
----<br />
The guidelines, book job guidelines, JSP packages, book job JSP packages and contractor pdf files were updated in [[:Category:402 Bituminous Surface Leveling|EPG 402 Bituminous Surface Leveling]] and [[:Category:409 Seal Coat|EPG 409 Seal Coat]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">May 11, 2022<br />
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[[751.9 LFD Seismic#751.9.3.1.1 Anchor Bolts|EPG 751.9.3.1.1 Anchor Bolts through EPG 751.9.3.1.4 Concrete Shear Blocks]], [[751.11 Bearings#Anchor Bolts|EPG 751.11.2.1 Elastomeric Bearings]], [[751.11 Bearings#751.11.3.5 Anchor Bolts|EPG 751.11.3.5 Anchor Bolts]], [[751.22 Prestressed Concrete I Girders#751.22.2.7 Dowel Bars|EPG 751.22.2.7 Dowel Bars]] and [[751.22 Prestressed Concrete I Girders#751.22.3.14 Concrete Shear Blocks|EPG 751.22.3.14 Concrete Shear Blocks]] - Guidance for the design of bearing anchor bolt, dowel bar and shear block has been expanded and clarified<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 29, 2022<br />
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[[:Category:105 Control of Work#105.15 Project Acceptance|EPG 105.15 Project Acceptance]] - Guidance for project acceptance has been clarified and updated to current practice in EPG 105.15, [[:Category:108 Prosecution and Progress#8. Date of Final Inspection|EPG 108.16.1 Informational Dates]] and [[:Category:109 Measurement and Payment#109.8 Final Acceptance and Payment (for Sec 109.8)|EPG 109.8 Final Acceptance and Payment]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 21, 2022<br />
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[[:Category:712 Structural Steel Construction#712.1.4.1.3 Shear Connector Welding|EPG 712.1.4 Welding]] - Guidance for stud welding has been updated to align with Sec 712.6.3. Also, outdated references to field welder cards has been removed<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 20, 2022<br />
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Construction Inspection Guidance for Records to be Maintained - [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.1 Location|EPG 137.1 Location]] and [[:Category:137 Construction Inspection Guidance for Records to be Maintained#137.6 Close Out Procedure for External CM SharePoint Quality Management Documents|EPG 137.6 Close Out Procedure for External CM SharePoint Quality Management Documents]] now present updated information about how CM Division stores electronic contract documents<br />
<br />
Guidance for PSST anchor installations has been updated and clarified. [[903.3 Ground-Mounted Sign Supports#903.3.4.3 Perforated Square Steel Tube Posts (PSST)|EPG 903.3.4.3 Perforated Square Steel Tube Posts (PSST)]]<br />
<br />
Seeding, Mulching and Temporary Seeding - Guidance in [[:Category:802 Mulching|EPG 802 Mulching]], [[:Category:805 Seeding|EPG 805 Seeding]], [[806.1 Erosion Control Measures|EPG 806.1 Erosion Control Measures]] and [[806.8 Storm Water Pollution Prevention Plan (SWPPP)#806.8.6.3.7.1 Temporary Seeding and Mulching (MO Specifications Sec 802 and Sec 805)|EPG 806.8.6.3.7.1 Temporary Seeding and Mulching]] reflects the new standard seed mixes, fertilizer, and lime rates (as shown in the new [https://www.modot.org/media/37677 Standard Plan 805.00 Seeding]) to promote a more effective vegetative establishment, allowing for quicker project finalization. MoDOT is obligated to stabilize disturbed areas with permanent building materials or perennial vegetative cover to minimize erosion and sedimentation of disturbed areas. New guidance for cool season and warm season grasses is available. Mulching will not be required for final seeded areas where temporary seeding is planned for temporary stabilization of areas to receive warm season grasses. A new [[media:Table 805.2.4a.docx|Guide for Grass Species]] is available in [[:Category:805 Seeding#805.2.4 Acceptance (Sec 805.4)|EPG 805.2.4 Acceptance]] to assist with general inspection and acceptance of vegetative covers.<br />
<br />
Pre-MASH 2016 Temporary Traffic Control Device Sunset Dates - Guidance in [[:Category:612 Impact Attenuators|EPG 612 Impact Attenuators]], [[616.6 Temporary Traffic Control Zone Devices (MUTCD 6F)#616.6.1 Types of Devices (MUTCD 6F.01)|EPG 616.6 Temporary Traffic Control Zone Devices]], [[616.18 Construction Inspection Guidelines for Sec 616#For Sec. 616.3.2|EPG 616.18 Construction Inspection Guidelines for Sec 616]], [[616.19 Quality Standards for Temporary Traffic Control Devices#https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.84_Temporary_Traffic_Control_Signals_.28MUTCD_6F.84.29|EPG 616.19 Quality Standards for Temporary Traffic Control Devices]], [[616.23 Traffic Control for Field Operations#616.23.2.5 Temporary Traffic Control Devices|EPG 616.23 Traffic Control for Field Operations]], [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]], [[617.2 Construction Inspection Guidelines for Sec 617|EPG 617.2 Construction Inspection Guidelines for Sec 617]], [[:Category:1063 Temporary Traffic Control Devices#1063.2 Procedure|EPG 1063 Temporary Traffic Control Devices]] and [[:Category:1064 Temporary Concrete Traffic Barrier|EPG 1064 Temporary Concrete Traffic Barrier]] now reflects that all temporary traffic control devices on a project must be NCHRP 350 or MASH 2016 Test Level 3 compliant. The use of two-loop temporary Type F concrete traffic barrier shall not be allowed after January 1, 2023.<br />
<br />
[[:Category:403 Asphaltic Concrete Pavement#Lots|EPG 403.1.19 Acceptance of Material]] - The maximum number of contractor QC sublots that can be used for one lot of superpave asphalt pavement is 28. Regardless of lot size, QA testing will always be at a frequency of one per four sublots. Any remaining quantity less than 4000 tons, that cannot be treated as a separate lot, will be combined with the previous full lot and the pay factors will be determined on the combined lot.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 18, 2022<br />
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*Guidance Documents Needed for Property Closings - In [[236.7 Negotiation#236.7.1.13 Pre-Negotiation Preparation|EPG 236.7.1.13 Pre-Negotiation Preparation]] and [[236.7 Negotiation#236.7.4.1 Purpose|EPG 236.7.4.1 Purpose]], additional guidance is available for greater clarity about what is needed from property owners to close on the properties either with MoDOT or a title company.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 11, 2022<br />
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*In [[751.22 Prestressed Concrete I Girders#751.22.2.5 Pretensioned Anchorage Zones|EPG 751.22.2.5 Pretensioned Anchorage Zones]], the bursting resistance guidance now allows a larger number of bonded strands for many of these girders, effectively increasing the span limits for the girders. Guidance was expanded in [[751.22 Prestressed Concrete I Girders#751.22.3.2.1 Type 2 Girder|EPG 751.22.3.2.1 through 751.22.3.2.6]] to eliminate or reduce conflict between the lowest middle two strands and the B bars.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">April 5, 2022<br />
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*Guidance about the timelines for completing the Section 106 of the National Historic Preservation Act review process has been clarified in [[127.2 Historic Preservation and Cultural Resources#127.2.5 Approximate Timelines for Section 106 Compliance|EPG 127.2.5 Approximate Timelines for Section 106 Compliance]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 28, 2022<br />
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*Coil Ties in Prestressed Girder Webs in several [[751.50 Standard Detailing Notes#(G1.9.1)|EPG 751.50 Standard Detailing Notes]], references to web coil ties in bulb-tee and NU girders have been removed since these are now no longer being used.<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
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*Guidance has been expanded to produce more uniform administration of delay claims. - [[:Category:109 Measurement and Payment#109.11 Compensation for Project Delays (for Sec 109.11)|EPG 109.11 Compensation for Project Delays]]<br />
</div><br />
<br />
<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">March 16, 2022<br />
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*The recommended replacement age for signal cabinets was updated to 25 years from 20 years in [[902.4 Signal Installations and Equipment#902.4.2.1 Controller and Cabinet Replacement Program|EPG 902.4.2.1 Controller and Cabinet Replacement Program]].<br />
</div><br />
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<div style="margin: 15px; border:1px solid black; width:97%; background-color:white; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888">Feb 15, 2022<br />
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*Right of Way Mediation in [[236.7 Negotiation#Prior to offering mediation|EPG 236.7.2.19 Acquisition by Mediation]] and [[236.11 Mediation#Prior to offering mediation|EPG 236.11.1.3 Purpose]], guidance has been updated to reflect current process and procedures, including the MoDOT Impasse Letter.<br />
</div><br />
<br />
OLD UPDATES BETWEEN COMMENTS--></div>Hoskirhttps://epg.modot.org/index.php?title=751.36_Driven_Piles&diff=58626751.36 Driven Piles2026-05-07T16:05:22Z<p>Hoskir: linked back to category 751</p>
<hr />
<div>[[image:Main Page July 17, 2013.jpg|right|350px]]<br />
==751.36.1 General==<br />
<br />
'''Accuracy Required'''<br />
<br />
All capacities shall be taken to the nearest 1 (one) kip, loads shown on plans.<br />
<br />
===751.36.1.1 Maximum Specified Pile Lengths===<br />
<br />
:{|<br />
|Structural Steel Pile||width="25"| ||No Limit<br />
|-<br />
|Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile||width="25"| ||No Limit <br />
|}<br />
It is not advisable to design pile deeper than borings. If longer pile depth is required to meet design requirements, then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as required pile length.<br />
<br />
===751.36.1.2 Probe Pile===<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Asset Management'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
Length shall be estimated pile length + 10’.<br />
<br />
When probe piles are specified to be driven-in-place, they shall not be included in the number of piles indicated in the [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table “FOUNDATION DATA” Table].<br />
<br />
===751.36.1.3 Static Load Test Pile===<br />
<br />
When Static Load Test Pile is specified, the nominal axial compressive resistance value shall be determined by an actual static load test.<br />
<br />
For preboring for piles, see [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 702].<br />
<br />
===751.36.1.4 Preliminary Geotechnical Report Information===<br />
<br />
The foundation can be more economically designed with increased geotechnical information about the specific project site.<br />
<br />
Soil information should be reviewed for rock or refusal elevations. Auger hole information and rock or refusal data are sufficient for piles founded on rock material to indicate length of piling estimated. Standard Penetration Test information is especially desirable at '''each''' bent if friction piles are utilized or the depth of rock exceeds approximately 60 feet.<br />
<br />
===751.36.1.5 Geotechnical Redundancy===<br />
<br />
'''Pile Nonredundancy (20 percent resistance factor reduction)'''<br />
<br />
Conventional bridge pile foundations:<br />
<br />
For pile cap footings where a small pile group is defined as less than 5 piles, reduce pile geotechnical and structural resistance factors shown in LRFD Table 10.5.5.2.3-1.<br />
<br />
For pile cap bents, the small pile group definition of less than 5 piles is debatable in terms of nonredundancy and applying a resistance factor reduction. The notion of a bridge collapse or a pile cap bent failure directly related to the failure of a single pile or due to its pile arrangement in this instance, or ignoring the strength contribution of the superstructure via diaphragms in some cases would seem to challenge applying the small pile group concept to pile bent systems as developed in NCHRP 508 and alluded to in the LRFD commentary. In terms of reliability, application of this factor could be utilized to account for exposed piling subject to indeterminable scour, erosion, debris loading or vehicular impact loadings as an increased factor of safety.<br />
<br />
For integral and non-integral end bent cap piles, the reduction factor need not be considered for less than 5 piles due to the studied infrequency of abutment structural failures (NCHRP 458, p. 6) and statewide satisfactory historical performance.<br />
<br />
For intermediate bent cap piles, the reduction factor need not be considered for less than 5 piles under normal design conditions. It may be considered for unaccountable loading conditions that may be outside the scope of accountable strength or extreme event limit state loading and is specific to a bridge site and application and is therefore utilized at the discretion of the Structural Project Manager or Structural Liaison Engineer. Further, if applied, it shall be utilized for determining pile length if applicable, lateral and horizontal geotechnical and structural resistances. Alternatively, a minimum of 5 piles may save consideration and cost. <br />
<br />
Any substructure with a pile foundation can be checked for structural redundancy if necessary by performing structural analyses considering the hypothetical transference of loads to presumed surviving members of a substructure like columns or piles (load shedding). This direct analysis procedure could be performed in place of using a reduction factor for other than pile cap footings.<br />
<br />
For major bridges, the application of pile redundancy may take a stricter direction. See the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
===751.36.1.6 Waterjetting===<br />
<br />
Waterjetting is a method available to contractors to aid in driving piles. If the drivability analysis indicates difficulty driving piles then it can be assumed that the contractor may use waterjetting to aid in driving the piles. The [[media:751.36.1 Waterjeting.docx|Commentary on Waterjetting]] discusses items to consider when there is a possibility of the use of waterjetting.<br />
<br />
===751.36.1.7 Restrike===<br />
<br />
In general, designers should NOT require restrikes unless the Geotechnical Section requires restrike because it delays construction and makes it harder for contractors to estimate pile driving time on site. The Geotechnical Section shall show on borings data a statement indicating either "No Restrike Recommended" or "Restrike Recommended", with requirements.<br />
<br />
==751.36.2 Steel Pile==<br />
<br />
===751.36.2.1 Material Properties===<br />
<br />
====751.36.2.1.1 Structural Steel HP Pile====<br />
<br />
Structural Steel HP piling shall be ASTM A709 Grade 50 (fy = 50 ksi) steel.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles without prior confirmation of the availability of the material.<br />
<br />
====751.36.2.1.2 Cast-In-Place (CIP) Pile====<br />
<br />
Welded or Seamless steel shell (Pipe) for CIP piling shall be ASTM A252 Modified Grade 3 <br />
<br />
:(f<sub>y</sub> = 50 ksi, E<sub>s</sub> = 29,000 ksi)<br />
<br />
'''Concrete'''<br />
{|style="text-align:left"<br />
|Class B - 1 Concrete (Substructure)||width="50"| ||''f'<sub>c</sub>''= 4.0 ksi <br />
|}<br />
Modulus of elasticity, <br />
:<math>E_c = 33000 K_1(w^{1.5}_c)\sqrt{f'_c}</math><br />
<br />
Where: <br />
<br />
:''f'<sub>c</sub>'' in ksi <br />
:''w<sub>c</sub>'' = unit weight of nonreinforced concrete = 0.145 kcf <br />
:''K<sub>1</sub>'' = correction factor for source of aggregate <br />
::= 1.0 unless determined by physical testing <br />
<br />
'''Reinforcing Steel '''<br />
{|style="text-align:left"<br />
|Minimum yield strength, ||width="50"| || ''f<sub>y</sub>'' = 60.0 ksi <br />
|-<br />
|Steel modulus of elasticity, ||width="50"| || ''E<sub>s</sub>'' = 29000 ksi <br />
|}<br />
<br />
===751.36.2.2 Steel Pile Type===<br />
<br />
Avoid multiple sizes and/or types of pilings on typical bridges (5 spans or less). Also using same size and type of pile on project helps with galvanizing.<br />
<br />
There are two types of piles generally used by MoDOT. They are structural steel HP pile and close-ended pipe pile (cast-in-place, CIP). Open ended pipe pile (cast-in-place, CIP) can also be used. Structural steel piling are generally referred to as HP piling and two different standard AISC shapes are typically utilized: HP12 x 53 and HP14 x 73. Pipe piling are generally referred to as cast-in-place or CIP piling because concrete is poured and cast in steel shells which are driven first or pre-driven.<br />
<br />
====751.36.2.2.1 Structural Steel HP Pile====<br />
<center><br />
{|style="text-align:center"<br />
|+'''HP Size'''<br />
!width="100pt"|Section||width="25"| ||width="100pt"|Area<br />
|-<br />
|HP 12 x 53|| ||15.5 sq. in.<br />
|-<br />
|HP 14 x 73|| ||21.4 sq. in.<br />
|}<br />
</center><br />
The HP 12 x 53 section shall be used unless a heavier section produces a more economical design or required by a Drivability Analysis.<br />
<br />
====751.36.2.2.2 Cast-In-Place (CIP) Pile====<br />
<center>'''Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile Size''' <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Outside Diameter!!Minimum Nominal Wall<br/>Thickness (By Design) !!Common Available Nominal Wall<br/>Thicknesses <br />
|-<br />
|14 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|16 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|20 inch<sup>1</sup>||1/2”|| 1/2” and 5/8”<br />
|-<br />
|24 inch<sup>1</sup>||1/2”|| 1/2”, 5/8” and 3/4”<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> Use when required to meet KL/r ratio or when smaller diameter CIP do not meet design.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
|}<br />
</center><br />
Use minimum nominal wall thickness which is preferred. When this wall thickness is inadequate for structural strength or for driving (drivability), then a thicker wall shall be used. Specify the required wall thickness on the plan details. The contractor shall determine the pile wall thickness required to avoid damage during driving or after adjacent piles have been driven, but not less than the minimum specified. <br />
<br />
Minimum tip elevation must be shown on plans. Criteria for minimum tip elevation shall also be shown. The following information shall be included on the plans:<br />
<br />
:“Minimum Tip Elevation is required _______________.” Reason must be completed by designer such as:<br />
::*for lateral stability<br />
::*for required tension or uplift pile capacity<br />
::*to penetrate anticipated soft geotechnical layers<br />
::*for scour*<br />
::*to minimize post-construction settlements<br />
::*for minimum embedment into natural ground<br />
<br />
::'''*'''For scour, estimated maximum scour depth (elevation) must be shown on plans.<br />
<br />
:Guidance Note: Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line in [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table foundation data table].<br />
<br />
==751.36.3 Pile Point Reinforcement==<br />
<br />
Pile point reinforcement is also known as a pile tip (e.g., pile shoe or pile toe attachments). <br />
<br />
===751.36.3.1 Structural Steel HP Pile===<br />
<br />
Pile point reinforcement shall be required for all HP piles required to be driven to bear on rock regardless of pile strength used for design loadings or geomaterial (soils with or without gravel or cobbles) to be penetrated. Pile point reinforcement shall be manufactured in one piece of cast steel. Manufactured pile point reinforcements are available in various shapes and styles as shown in FHWA-NHI-16-010, Figure 16-5. <br />
<br />
===751.36.3.2 Cast-In-Place (CIP) Pile===<br />
<br />
For CIP piles, use pile point reinforcement if boulders or cobbles or dense gravel are anticipated.<br />
<br />
Geotechnical Section shall recommend when pile point reinforcement is needed and type of pile point reinforcement on the Foundation Investigation Geotechnical Report.<br />
<br />
<u>For Closed Ended Cast-In-Place Concrete Pile (CECIP)</u><br />
<br />
Two types are available.<br />
<br />
:'''1. “Cruciform”''' type should be used as recommended and for hard driving into soft rock, weathered rock, and shales. It will continue to develop end bearing resistance while driving since an exposed flat closure plate is included with this point type. The closure plate acts to distribute load to the pile cross sectional area.<br />
:'''2. “Conical”''' type should be used as recommended and when there is harder than typical driving conditions, for example hard driving through difficult soils like heavily cobblestoned, very gravelly, densely layered soils. Severely obstructed driving can cause CIP piles with conical points to deflect. Conical pile points are always the more expensive option. <br />
<br />
<u>For Open Ended Cast-In-Place Concrete Pile (OECIP)</u><br />
<br />
One type is available.<br />
<br />
:'''“Open Ended Cutting Shoe”''' type should be used as recommended and when protection of the pipe end during driving could be a concern. It is also useful if uneven bearing is anticipated since a reinforced tip can redistribute load and lessen point loading concerns. <br />
<br />
:Open ended piles are not recommended for bearing on hard rock since this situation could create inefficient point loading that could be structurally damaging.<br />
<br />
When Geotechnical Section indicates that pile point reinforcement is needed on the boring log, then the recommended pile point reinforcement type shall be shown on the plan details. Generally this information is also shown on the Design layout.<br />
<br />
For pile point reinforcement detail, see<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
<br />
</center> <br />
<br />
==751.36.4 Anchorage of Piles for Seismic Details==<br />
<br />
===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
<br />
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
<br />
:[[image:751.36.4.1 2026.png|center]]<br />
<br />
===751.36.4.2 Cast-In-Place (CIP) Pile - Details===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
</center><br />
<br />
==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
<br />
{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
<br />
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=903.23_Signing_Maintence_Guidelines&diff=58624903.23 Signing Maintence Guidelines2026-05-06T17:16:05Z<p>Hoskir: Hoskir moved page 903.23 Signing Maintence Guidelines to 903.23 Signing Maintenance Guidelines: Maintenance was spelled incorrectly</p>
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<div>#REDIRECT [[903.23 Signing Maintenance Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=903.23_Signing_Maintenance_Guidelines&diff=58623903.23 Signing Maintenance Guidelines2026-05-06T17:16:05Z<p>Hoskir: Hoskir moved page 903.23 Signing Maintence Guidelines to 903.23 Signing Maintenance Guidelines: Maintenance was spelled incorrectly</p>
<hr />
<div>[[Category:903 Highway Signing (MUTCD Part 2)|903.23]]<br />
{| align="right" style="margin-left: 15px;"<br />
| __TOC__<br />
|}<br />
==903.23.1 Sign ID Labels==<br />
'''History. ''' The display of the MoDOT ID label on the front of the sign was standard practice on all signs produced by the MoDOT Sign Production Center (SPC) up to its closing mid-2012 when MoDOT first began outsourcing the production of signs for maintenance operations. MoDOT’s sign fabrication vendors were also required to apply the traditional MoDOT ID on the front of the sign identifying it as Commission Property and listing the penalty for tampering and/or theft. The requirement to add the MoDOT ID label to signs fabricated and installed for construction projects was added to the standard plans in July of 2018.<br />
<br />
Beginning mid-2012 with the first sign outsourcing contract, MoDOT’s sign fabrication vendors were also required to add a manufacture ID label on the back of every sign to indicate who fabricated the sign and the date the sign was produced for warranty issues. The warranty of a sign begins the day it was fabricated, not the day it is installed as sign sheeting has a limited life span (10-15 years) so this date is critical to address warranty issues. The manufacturing date can also be used by the department to help manage inventory and assure the oldest sign on the shelf are used first. July 2018 the requirement to add the manufacture ID was added to the standard plans so all signs manufactured and installed on construction projects would include this ID label as well.<br />
<br />
Digital printing has been an option with our sign outsourcing contract since 2012. Digital printing is not currently part of our standard plans for contract/warranty issues, it was added to the sign outsourcing contract as a controlled way for the department to gain experience with the technology before adopting it as fabrication technology in our standards. With the renewal of the outsourcing contract in 2018, an additional ID label was added as a requirement for our vendor to make the identification of digitally printed signs easier. A black diamond is required to be applied to the back side of any sign the vendor chooses to fabricate using digital printing technology. While there are ways to identify digitally printed signs, the clues are very subtle, and you must be up close to the sign face to see them. The black diamond on the back side of the sign allows the department to quickly identify these signs from a distance.<br />
<br />
The design and location of the vendor ID/fabrication date label and the MoDOT ID label can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] and the detail for the digital print ID label are found in the sign outsourcing contract.<br />
<br />
'''Standard.''' Every MoDOT sign, regardless of the type or style, shall have two Identification Labels on the sign. This applies to signs manufactured for maintenance operations as well as those manufactured for construction installations. The first label is the MoDOT ID label placed on the front of the sign which identifies the sign as belonging to MoDOT and defining the penalty for tampering with the sign. The second label is the Vendor ID label placed on the back of the sign and identifies who fabricated the sign, their contact information and the date the sign was manufactured.<br />
<br />
'''Support.''' The MoDOT ID label on the front of the sign is used to identify the sign as belonging to MoDOT. MoDOT does not sell or give away its signs, only disposing old signs as scrap (see [[#903.23.4.1 Sign Disposal|EPG 903.23.4.1]]). If a person is found in possession of a sign(s) with the MoDOT ID label the sign is considered stolen and the label is utilized by law enforcement to take the necessary actions. <br />
<br />
The Vendor ID label placed on the back of the sign is used to identify who manufactured the sign and when it was fabricated. This information is used if there is a warranty issue identified with the sign. The warranty for sign sheeting is based on the fabrication date. The fabrication date also permits MoDOT warehouse managers to identify and utilize the oldest stock signs first to assure stock is rotated.<br />
<br />
Identification Label design and placement details are shown in [https://www.modot.org/sites/default/files/documents/90302_5.pdf Standard Plan 903.02], see [[#fig903.23.1|Figure 903.23.1]] for ID label general appearance.<br />
<br />
{{SpanID|fig903.23.1}}<br />
[[image:903.2.7.1.jpg|center|700px]]<br />
<center>'''Figure 903.23.1, MoDOT ID and Vendor ID Labels for Signs'''</center><br />
<br />
==903.23.2 Sign and Post Inventory and Storage== <br />
'''Support.''' MoDOT allocates millions of dollars each year to maintain almost 700,000 signs installed along its highways. To maintain these signs in an efficient and timely manner, appropriate sign and post inventories need to be maintained. Sign inventories need to include Priority 1 and Priority 2 signs and may include other high use signs to make ordering and request fulfilment more efficient.<br />
<br />
To maintain the appropriate inventory level of priority and high usage signs, the inventory levels need to be based on the historical usage of each sign by the district, a level which will allow timely repairs to signs in the field, yet not represent a waste of resources with an overabundance of inventory or signs that exceed their shelf-life. <br />
<br />
Maintaining appropriate inventory levels for each sign post is also critical for timely sign maintenance. Each post type has different lead times which must be accounted for when determining appropriate inventory levels. Pipe and Wide Flange posts are MoDOT specific designs and must be fabricated when ordered which results in very long lead times for delivery. Other post types tend to be more readily available and in stock with our vendors resulting in a shorter delivery time, such as PSST and U-channel posts. <br />
<br />
'''Guidance.''' Given the importance of maintaining an inventory of signs and posts and the value of this resource, districts should consider assigning the duties of warehouse management to an individual, or individuals. Typical duties of an individual(s) who manages these inventories can include ordering signs and posts, receiving and inspecting signs from vendors, maintaining the district warehouse inventory of signs and posts and processing sign and post needs from field crews. This may also include delivering these materials to some or all remote locations within a district. Without proper management, inventories can easily grow out of control or be insufficient to meet the needs of the field crews.<br />
<br />
'''Standard.''' Districts shall determine their maximum inventory levels by using the sign and post usage reports, running each report at the beginning of each fiscal year. The reports will identify the maximum and minimum recommended levels for each sign and post commodity. These reports will calculate the values based on the average usage over the previous 36 months from the date the reports are run. The average of the past 36 months will flatten spikes in any given year which will result in maximum levels being too high or low. <br />
<br />
===903.23.2.1 Supply Items (Non-Inventory Items)===<br />
'''Support.''' There are many components used to install and maintain signs, these can be broken down into two categories; inventory items and supplies, see [[#tab903.23.2.1|Table 903.23.2.1]]. Supplies are those items that are not individually inventoried and are generally smaller items purchased in larger quantities. These items will not have commodity codes associated with them as Inventory Items typically do. Guidance for inventory items can be found in subsequent sections of this article. <br />
<br />
{{SpanID|tab903.23.2.1}}<br />
<center>'''Table 903.23.2.1'''</center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" |Inventory Items!!style="background:#BEBEBE" |Supply Items<br />
|-<br />
|Wide Flange Post / Stub|| Base Bolts / Washers / Nuts / Concrete Anchors<br />
|-<br />
|Pipe Post / Stub|| Bolt Retainer Plates<br />
|-<br />
|PSST Post / Anchor (7 gauge & 12 gauge)|| Brass Shims<br />
|-<br />
|Channel Post / Stub|| Dent Breakaway Bolts<br />
|-<br />
|Wood Post|| Wide Flange Breakaway Bolts / Washers / Nuts<br />
|-<br />
|PSST 2.25" Insert (72" X 2.25")|| PSST Post Splice (12" X 1.75" and 2.25" PSST)<br />
|-<br />
|PSST Surface Mount Bases (for 2" and 2.5")|| Aluminum Backer Bar<br />
|-<br />
|PSST Redi-Torque Assembly (for 2.5")|| Slip Base Parts (top only, wedge, replacement bolt)<br />
|-<br />
|PSST Kleen Break Assemblies (for 2")|| Wood Post Clamps<br />
|-<br />
|PSST Snap n Safe Couplers (for 2" and 2.5")|| Pipe Post Clamps<br />
|-<br />
|rowspan="6"| ||Pipe Post Caps<br />
|-<br />
|PSST Bolts / Washers / Nuts<br />
|-<br />
|Nylon Sign Washers<br />
|-<br />
|Ready-Mix Concrete<br />
|-<br />
|Bags of Concrete<br />
|-<br />
|Pole Setting Foam<br />
|}<br />
<br />
'''Guidance.''' While supplies are not tracked and counted as inventory, these items should still be managed in an efficient manner. Like inventoried items, the quantity of any given supply should be based on the district’s average 36-month usage. The maximum inventory level for each supply item should not exceed the average 3-month usage rate and the minimum inventory level should be based on the time it takes to order and receive the supply item.<br />
<br />
===903.23.2.2 Sign Inventory ===<br />
'''Support.''' Signs have a shelf-life and a warranty; the warranty begins the day the sign is fabricated. All signs have a manufacturer’s ID decal on the back of the sign which includes the date of manufacturing that can be used to determine the age of signs in inventory. <br />
<br />
The need for inventory of signs is based on the priorities assigned to sign replacement and maintenance and is focused on Priority 1 and Priority 2 signs. These are signs which are critical to the safety of the roadway and need to be readily available to repair or replace damaged or missing signs in a short period of time, see [[#903.23.6 Emergency Response|EPG 903.23.6 Emergency Response]] for lists of priority signs and the required repair time. Priority 1 and Priority 2 sign repairs cannot wait for a sign to be ordered, manufactured and shipped resulting in the need to keep a reasonable number of each type of sign on hand to fulfill these work orders. <br />
<br />
'''Standard.''' Priority 1 and Priority 2 signs shall be maintained in inventory to facilitate timely repairs. For Priority 2 signs with usage less than 1 per year, a single sign shall be inventoried, or a 7-day accelerated order shall be used to acquire the sign when needed. <br />
<br />
Inventory levels for signs shall be based on the district’s average 36-month usage report for all sign commodities. The maximum inventory level for each sign commodity shall not exceed the average 3-month usage rate. The minimum inventory should be no less than your average usage in one month.<br />
<br />
The maximum inventory levels for signs are maintained at the district warehouse. Local maintenance buildings shall keep small inventories of Priority 1 signs and may keep a small inventory of select Priority 2 signs (see [[#fig903.23.2.2.1|Figures 903.23.2.2.1]] through [[#fig903.23.2.2.5|903.23.2.2.5]]).<br />
<br />
As signs are pulled from MoDOT inventories, the oldest signs shall be used first to ensure the department gets the maximum life from any given sign and to ensure inventory doesn’t exceed its shelf-life. The age of the sign is determined by the manufacturing date found on the manufacture’s ID on the back of the sign.<br />
<br />
'''Option.''' Maximum inventory levels of signs may exceed the 3-month usage when signs are ordered to fulfill the needs of specific work orders generated by annual sign log inspections. To avoid an overabundance of signs at a building and to avoid overloading our vendors, orders need to be submitted at a rate that closely matches the crew’s ability to install the signs once they are delivered. These temporary inventory levels must be installed for the locations they were ordered for in less than a year. <br />
<br />
'''Guidance.''' Minimum inventory levels for each sign should be equal to the average 1-month usage rate. This would be the quantity of signs expected to be used during the time it takes the vendor to resupply the inventory with a new order. <br />
<br />
<center>'''Table 903.23.2.2, Sign Priority Levels'''</center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" rowspan="2"|Sign Priority!!style="background:#BEBEBE" colspan="2"|Inventory Levels*!!style="background:#BEBEBE" rowspan="2"|Kept in Stock<br />
|-<br />
!style="background:#BEBEBE"|Max !!style="background:#BEBEBE"| Min <br />
|-<br />
|Priority 1|| 3 months|| 1 month|| Required<br />
|-<br />
|Priority 2|| 3 months|| 1 month|| Required<br />
|-<br />
|Priority 3 high usage|| 3 months|| 1 month|| Optional<br />
|-<br />
|Priority 3 low usage|| 0|| 0|| Not Recommended<br />
|-<br />
|colspan="4"|'''*''' Inventory levels of each sign number are based on the 36-month average usage for the district<br />
|}<br />
<br />
{{SpanID|fig903.23.2.2.1}}<br />
[[image: 903.2.19.2.2.jpg|center|600px]]<br />
<center>'''Figure 903.23.2.2.1'''</center><br />
<br />
{{SpanID|fig903.23.2.2.2}}<br />
[[image: 903.2.19.2.3.jpg|center|600px]]<br />
<center>'''Figure 903.23.2.2.2'''</center><br />
<br />
{{SpanID|fig903.23.2.2.3}}<br />
[[image: 903.2.19.2.4.jpg|center|600px]]<br />
<center>'''Figure 903.23.2.2.3'''</center><br />
<br />
{{SpanID|fig903.23.2.2.4}}<br />
[[image: 903.2.19.2.5.jpg|center|500px]]<br />
<center>'''Figure 903.23.2.2.4'''</center><br />
<br />
{{SpanID|fig903.23.2.2.5}}<br />
[[image: 903.2.19.2.6.jpg|center|700px]]<br />
<center>'''Figure 903.23.2.2.5'''</center><br />
<br />
===903.23.2.3 Sign Storage and Handling===<br />
'''Support.''' Proper storage and handling of highway signs before and during installation is critical to achieve the maximum sign life and effectiveness. Sign sheeting is easily damaged by impacts, abrasions, weight, heat and moisture before installation. Sign sheeting has a minimum of a 10-year warranty from the date of fabrication, however, this warranty is void if the sheeting is damaged due to improper storage or handling. <br />
<br />
'''Standard.''' Flat sheet signs shall be stored indoors in a cool and dry environment with the signs being placed in the racks on their edge. If for some reason signs are wet in storage or shipping, they shall be removed from any packaging immediately, separated and placed on their vertical edge so they can air dry.<br />
<br />
'''Support.''' Extruded panel signs should be stored indoors in a cool and dry location, however, given the size of these signs this is not always possible. If extruded panel must be stored outdoors, they need to be kept dry. Ideally, signs would be removed from their packaging, assembled (in whole or in pieces) and temporarily mounted to posts or an A-frame trailer so water can shed off of the sign face and air dry as if they were installed permanently. <br />
<br />
During transport, flat sheet signs should be carried on their vertical edge and both flat sheet and extruded signs (and pieces of signs) should be secured so the sign sheeting side of the signs do not rub on one another or against the vehicles causing damage.<br />
<br />
===903.23.2.4 Post Inventory===<br />
'''Support.''' Unlike signs, sign posts do not have a shelf-life. While they can be stored indefinitely without loss of integrity, it is still critical to properly manage inventory levels to ensure the best use of MoDOT resources.<br />
<br />
<center>'''Table 903.23.2.4, Post Inventory Levels'''</center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" rowspan="2"|Post Type!!style="background:#BEBEBE" rowspan="2"|Post Size!!style="background:#BEBEBE" colspan="2"|Inventory Levels!! style="background:#BEBEBE" rowspan="2"|Kept in Stock<br />
|-<br />
!style="background:#BEBEBE"|Max !!style="background:#BEBEBE"| Min* <br />
|-<br />
|rowspan="2"|Wood|| 4x4 ||3 months|| 0|| Optional<br />
|-<br />
|4x6|| 3 months|| 0|| Optional<br />
|-<br />
|U-Channel|| 3 lb/ft|| 3 months|| 2 months|| Required<br />
|-<br />
|rowspan="2"|PSST ||2x2 ||3 months|| 1.5 months|| Required<br />
|-<br />
|2.5x2.5|| 3 months|| 1.5 months|| Required<br />
|-<br />
|rowspan="3"|Pipe***|| 2.5" ID ||6 months ||3 months or 2 posts|| Recommended**<br />
|-<br />
|3" ID ||6 months ||3 months or 2 posts|| Recommended**<br />
|-<br />
|4" ID ||6 months ||3 months or 2 posts ||Recommended**<br />
|-<br />
|rowspan="6"|Wide Flange***|| #1 ||6 months ||3 months or 3 posts ||Recommended**<br />
|-<br />
|#2 ||6 months ||3 months or 3 posts ||Recommended**<br />
|-<br />
|#3 ||6 months ||3 months or 3 posts ||Recommended**<br />
|-<br />
|#4 ||6 months ||3 months or 3 posts ||Recommended**<br />
|-<br />
|#5 ||6 months ||3 months or 3 posts ||Recommended**<br />
|-<br />
|#6 ||6 months ||3 months or 3 posts ||Recommended**<br />
|-<br />
|colspan="5" align="left"|'''*''' Minimum inventory levels based on contract delivery period of each post type<br />
|-<br />
|colspan="5" align="left"|'''**''' Given the long lead times for acquiring these types of posts, it is recommended districts keep the minimum levels indicated unless a size is extremely rarely used in a district. If one set of posts are retained as a minimum, the longest length that may be needed should be what is retained.<br />
|-<br />
|colspan="5" align="left"|'''***''' If a district has inventory greater than the maximum listed, the posts shall be retained, and their availability made known to the rest of the state. They shall not be scrapped unless they no longer meet MoDOT specifications.<br />
|}<br />
<br />
====903.23.2.4.1 Wood, U-Channel and PSST Posts====<br />
'''Standard.''' Inventory levels for these posts shall be based on the district’s average 36-month usage report for all post commodities. The maximum inventory level for each U-Channel and PSST post commodity shall not exceed the average 3-month usage rate. Minimum inventory levels for these posts should typically equal the average number of posts used during the length of time it takes to order and receive new posts.<br />
<br />
Wood posts shall be purchased on an as needed basis from local sources not only to minimize inventory levels, but to minimize the chances of waste due to the tendency of a wood post to warp and twist over time.<br />
<br />
'''Option.''' Maximum inventory levels of sign posts may exceed 3-month usage when posts are ordered to fulfill the needs of specific work orders generated by annual sign log inspections. To avoid an overabundance of sign posts at a building and to avoid overloading our vendors, orders need to be submitted at a rate that closely matches the crew’s ability to install signs and posts once they are delivered. These temporary inventory levels must be installed for the locations they were ordered for in less than a year. <br />
<br />
====903.23.2.4.2 Pipe and Wide Flange (I-Beam) Posts====<br />
'''Support.''' Pipe and Wide Flange posts are unique in that they are far more expensive to purchase compared to other MoDOT standard posts. These designs are specific to MoDOT so a vendor must fabricate these post types as the orders are received resulting in long lead times for delivery. The usage rates for these posts, especially for certain sizes of posts, are not as regular as other types of posts. As a result, an inventory based on the 36-month average usage may not result in the proper number of posts in inventory. <br />
<br />
Each post type comes in a variety of different lengths and each length is individually inventoried. This variety of inventoried lengths was established to provide posts in inventory that would be as close to the length needed to reduce the amount of waste as posts were trimmed to the proper length. This method was established when post usage on all posts was much higher and inventory level management was not as critical.<br />
<br />
'''Standard.''' Inventory levels for these posts shall be based on the district’s average 36-month usage report for all post commodities. The maximum inventory level for each Pipe and Wide Flange post commodity shall not exceed the average 6-month usage rate. <br />
<br />
'''Guidance.''' Minimum inventory levels for these posts should typically equal the average number of posts used during the length of time it takes to order and receive new posts. However, due to the long delivery lead times for Pipe and Wide Flange posts, the minimum quantity for these posts typically should not be zero unless a size of post is very rarely used in the district. In these cases, a minimum quantity of 2-3 should be kept on hand to repair or install one sign for emergency situations. <br />
<br />
For low usage post types, such as structural #6 Wide Flange posts, it is important to have posts on hand for unexpected needs; however, maintaining a minimum inventory of all available sizes is not recommended. For these low usage posts, the longest post length that may be needed in the district is what should be inventoried, and any actual length needed can be cut from this length. While this will likely generate greater waste as more posts may be cut off to size the post for the need, this waste is preferred over excessive numbers of posts of various lengths on inventory.<br />
<br />
====903.23.2.4.3 Post Storage and Handling====<br />
<br />
'''Support.''' Unlike signs, posts do not have a shelf life and can be stored indefinitely without loss of integrity if stored properly.<br />
<br />
'''Standard.''' Sign posts shall be stored up off the ground to avoid corrosion that would result from ground contact.<br />
<br />
'''Guidance.''' If the galvanized coating of the posts is damaged, it should be patched using a zinc-based product to prevent corrosion.<br />
<br />
==903.23.3 Sign and Post Ordering== <br />
'''Support.''' Ordering practices have a direct impact on pricing and vendor participation in our contracts. The primary factor is the quantity of materials ordered at one time and more specifically placing small orders for items which are expensive to ship like sign posts and signs. Shipping costs per item for large items tends to decrease as quantities increase. As an example, the shipping costs for 20 posts on a flatbed truck is the same as it is for a shipment of 200 posts, but if posts are ordered in quantities of 20, the cost of each post is higher as the shipping costs are associated to a smaller number of posts.<br />
===903.23.3.1 Sign Ordering===<br />
'''Support.''' MoDOT began outsourcing the fabrication of signs for maintenance operations and closed its Sign Production Center in 2012. This change also incorporated many modifications to the way MoDOT did business. MoDOT eliminated many department specific sign designs and adopted federal sign standards. The funding for the acquisition of signs was transferred from central office to the districts and the sign ordering practices were structured to better accommodate acquiring signs through a 3rd party vendor. <br />
<br />
MoDOT’s sign outsourcing contract is set up on a weekly cycle format. Orders are submitted to the vendor on Wednesday of each week with normal delivery time being 21 calendar days starting on the next day (Thursday). There are accelerated delivery timelines for special needs, 7-day and 14-day deliveries, that can be submitted any day of the week. There is also a 36-hour rush order; however, this is only utilized for critical needs and its use must be approved by Highway Safety and Traffic. Pricing for signs in this contract is by square foot and the contract is separated into three categories of flat sheet signs, extruded panel signs and a unique category that contains items such as stop/slow paddles and delineators. <br />
The way sign orders are assembled has a dramatic impact on the amount of time it takes to process them once submitted. The following guidance was developed to help stream-line the process and control the overall cost of the signs MoDOT purchases.<br />
<br />
'''Guidance.''' A district sign warehouse inventory should fill a large portion of sign requests for Priority 1 and Priority 2 signs as well as high usage signs. Requests for signs not kept in inventory should be consolidated and added to a weekly sign order. Replenishment of inventory should also be added to the weekly sign order. Weekly orders should be submitted as a normal 21-day order with 7-day and 14-day accelerated orders being reserved for special cases where a sign (or small number of signs) must be received more quickly. These accelerated orders need to be used sparingly as it places an extra burden on our vendor that can affect their ability to fulfill orders for the rest of the state if overused. <br />
<br />
Sign orders are established to match the contract format so like sign types are contained on a given order resulting in one order per week for: <br />
:* Flat sheet signs<br />
::o Adopt-a-Highway (as its own flat sheet order)<br />
:* Structural signs<br />
:* Unique signs. <br />
<br />
If the number of sign requests per sign order exceeds the maximum limit of 99 lines, more than one weekly sign order shall be submitted for that sign type. <br />
<br />
Individual sign requests for like sign numbers and sizes should be pulled from stock, and a consolidated sign request should be submitted to replenish stock. This minimizes the time it takes for Highway Safety and Traffic Division to review and process sign orders, but more importantly, makes it more efficient for our vendor to determine what signs need to be fabricated for the state each week. <br />
<br />
The weekly sign ordering process takes place as follows: <br />
<br />
:* Thursday through Tuesday – District warehouses receive and process sign requests from the field, filling requests from stock when possible and adding others to the list of signs to add to the weekly vendor order in the Sign Management System (SMS).<br />
:* Tuesday – All vendor orders for the week need to be submitted Tuesday afternoon and no later than 5:00 pm so they will interface with SAM II for the creation of purchase orders that night. The vendor orders may be submitted earlier if employees are out of the office on Tuesday, but this will count toward the districts one purchase order per sign type for the week.<br />
:* Wednesday – All purchase orders should be submitted to Central Office Highway Safety and Traffic Division by 10 am. <br />
:* Expedited purchase orders – 36-hour rush, 7 day, and 14-day orders may be sent to Central Office Highway Safety and Traffic Division any weekday. A district should give additional notice by phone or email of these orders, preferably in advance when the sign is first requested.<br />
:* Receiving Signs – The district has five (5) business days after receipt of order (ARO) to notify the contractor of any visible damage or specification compliance issues. After the five (5) working days the contractor will still be responsible for correcting any issues relating to specifications, quantity and quality, but liquidated damages will no longer be applicable. The contractor will not be responsible to correct any damages not identified within the first five (5) business after receipt of the signs. The contractor shall replace any sign(s) that fails inspection within the original delivery timeframe. The contractor shall understand and agree any replacement sign(s) that is shipped beyond the original delivery timeframe shall be subject to liquidated damages. <br />
:* Liquidated Damages – While it is not MoDOT’s intent to negatively impact our vendors by imposing liquidated damages, this contractual condition does ensure MoDOT’s orders receive priority. <br />
:* Shipping Locations – To keep sign costs as low as possible, the MoDOT shipping locations have been limited to the sign warehouses in NW, NE, KC, CD and SL only. Due to the geographical size of SW and SE districts, each has a secondary delivery location at their regional offices in Joplin and Willow Springs. While it would be more efficient for MoDOT to have signs shipped directly to each maintenance building, the shipping costs would be so extreme it would drive the cost of signs beyond acceptable limits.<br />
<br />
===903.23.3.2 Post Ordering===<br />
'''Guidance.''' Post orders should incorporate quantities to replenish inventories at the district warehouse location as well as any additional needs at the various maintenance buildings to make these orders as cost effective as possible. <br />
<br />
'''Standard.''' Due to the higher cost, long lead times for acquisition and sometimes erratic usage of Pipe and Wide Flange posts, districts shall first determine if the posts they need are available in any other district before ordering. At the time this guidance was drafted, there was excess inventory in the state for Pipe and Wide Flange posts which needed to be utilized. <br />
<br />
'''Option.''' Once the state-wide inventory levels of Pipe and Wide Flange posts are normalized and the excess inventory is used, the practice of looking at state-wide inventories of Pipe and Wide Flange posts may be used to fulfill the need for these posts if the posts are needed more quickly than the vendor can supply them.<br />
<br />
==903.23.4 Sign and Post Disposal==<br />
'''Support.''' Signs and Posts are state property and as such when no longer needed due to being obsolete, damaged or reaching the end of their service life need to be disposed of through the competitive bid process like any other MoDOT property.<br />
<br />
===903.23.4.1 Sign Disposal===<br />
'''History.''' During the operations of MoDOT’s Sign Production Center (SPC), old signs were shipped to the Moberly Correctional Center where they were sorted and stored until the SPC submitted a request. Once the request was received, the prison would clean and straighten the appropriate sign blanks from the reclaimed inventory and ship to the SPC for production. At the peak, 75% of the sign the SPC produced were on these reclaimed sign blanks. When sign production was first outsourced, the use of reclaimed sign blanks was investigated; however, the shipping cost to the prison and then to the vendor was cost prohibitive, making the use of reclaimed sign blanks more expensive than the use of new aluminum. As a result, old signs are now sold for scrap at the end of their service life.<br />
<br />
'''Support.''' All signs, including those that have reached the end of their service life or signs in warehouses which have become obsolete, are state property and must be disposed of as scrap. MoDOT’s policy does not permit the transfer ownership of its signs, other than selling signs as scrap, to other entities. This makes prosecution for sign theft easy as anyone who is in the possession of one of these signs could not have legally acquired it. <br />
<br />
'''Standard.''' When signs are removed from the field or warehouse inventory, they shall be collected and sold as scrap following General Services policies for the disposal of state materials. The disposal of signs that are traffic control devices, whose use is regulated by state and federal law, includes an additional step. Any traffic control devices which are taken out of service and scrapped (signs, signal heads, changeable message signs, etc.) must be sold using the GS-23 Bill of Sale of Traffic Control Devices. The GS-23 contains a legal statement the purchaser of these materials is prohibited from reselling them in the form of traffic control devices, and reads:<br />
<br />
::''(3) TRAFFIC CONTROL DEVICES TO BE USED AS SCRAP ONLY: The Buyer shall use traffic control devices purchased under this Bill of Sale for purposes other than traffic control unless the buyer is a political subdivision of the State of Missouri or authorized contractor. These materials shall not be sold or distributed in their current forms as traffic control devices. In the event the Buyer chooses to sell said traffic control devices, the Buyer shall, prior to any sale, permanently deface or otherwise disable the traffic control devices to impede their use in current form as traffic control devices. Buyer also acknowledges that the Manual on Uniform Traffic Control Devices, 23 CFR 655, 23 USC 109(d) and 23 USC 402(a) apply to the use of traffic control devices and do not allow the presentation of advertising messages or other messages unrelated to traffic control on a traffic control device. Buyer also acknowledges that Buyer has read and understands Missouri Statute 304.321, attached.''<br />
<br />
When sign inventory levels are managed correctly, there is typically no need to dispose of new/unused signs unless they are damaged. However, if guidance from Highway Safety and Traffic Division is given to purge certain signs from inventory before use, these signs shall be disposed of in the same manner as used signs.<br />
<br />
===903.23.4.2 Post Disposal===<br />
<br />
'''Support.''' Unlike signs, posts do not have a shelf-life so they can be stored indefinitely until needed. <br />
<br />
'''Standard.''' The only time unused sign posts, stubs, hardware, etc. shall be sold as scrap is if those materials have been identified as no longer meeting state specifications. These materials shall remain in inventory until the district, or another district, is able to utilize them. Used and damaged sign posts, stubs and hardware shall be disposed of as scrap following standard GS procedures.<br />
<br />
==903.23.5 Sign Inspection==<br />
'''Support.''' Sign inspection is critical to the maintenance of MoDOT’s highway signs. The process assures we identify deficient signs, establishes the sign maintenance program for the year and is the department’s means to complying with federal sign maintenance standards. <br />
<br />
Night time visual sign inspections are used to evaluate MoDOT’s signs as sign visibility is the most critical and difficult to achieve during dark conditions. Signs become more critical at night as other visual cues a driver needs are going to fade away in the dark (trees, ditches, etc.). Night time crashes are also typically higher compared to daytime crashes making highly visible signs a key tool to help reduce crashes. <br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="right" <br />
|-<br />
|'''Training Document'''<br />
|-<br />
|align="center"|''' [http://sp/sites/ts/signing/RefTool/_layouts/15/WopiFrame.aspx?sourcedoc={B0E5C787-0CE8-467D-8B2C-990298C50B2C}&file=Sign%20Log%20Inspection%20Guidance.pptx&action=default Sign Log Inspection Guidance] '''<br />
|}<br />
Inspectors need to view the signs during the inspection from the perspective of the motorist, from the driver seat, traveling in the lane and looking at the signs from the distances a driver needs to see the sign from to make appropriate decisions. In addition to the guidance which follows, the Sign Log Inspection Guidance Training PowerPoint walks an inspector through the process and provides photographic examples of what to look for during an inspection. <br />
<br />
'''Standard.''' All MoDOT signs shall be inspected every other year based on the county they are located in. [[#fig903.23.5.1|Figure 903.23.5.1]], and [[#tab903.23.5|Table 903.23.5]] for the county inspection schedule, indicates which counties shall be inspected in the even and odd year cycles.<br />
<br />
'''Options.''' There are sign deficiencies which can be easily identified during normal day time operations outside the annual night time inspection period. Typical deficiencies that are easy to identify during the day can include:<br />
:* Vegetation growing in front of signs<br />
:* Signs which are leaning and out of plumb or twisted away from traffic<br />
:* Signs mounted on the incorrect post or have the incorrect number of posts<br />
:* Missing breakaway devices or the breakaway device is incorrectly assembled<br />
::o These are deficiencies which cannot be identified at night but can represent serious safety issues for the public.<br />
:* Sign faces which have faded colors, pealing sign legend or sign sheeting<br />
:* Signs which have been physically damaged by impacts, gun shots, etc.<br />
<br />
Correcting deficiencies such as these outside the annual night time inspection will result in fewer deficiencies identified during the inspection and will result in the inspection taking less time to complete.<br />
<br />
{{SpanID|tab903.23.5}}<br />
<center>'''Table 903.23.5, Sign Inspection Schedule by District'''<br />
[[image:903.2.22-sign inspection county listing 3-22-23.jpg|800px]]<br />
</center><br />
<br />
{{SpanID|fig903.23.5.1}}<br />
[[image:903.2.22-sign inspection map 3-22-23.jpg|center|600px]]<br />
<center>'''Figure 903.23.5.1, Sign Inspection Schedule Map'''</center><br />
<br />
<br />
'''Standard.''' Annual night sign log inspections shall follow these basic criteria:<br />
:* Signs shall be inspected 1 hour after sunset and at least 1 hour prior to sunrise to ensure complete darkness<br />
:* Signs shall be inspected with low beam headlights<br />
:* Keep interior lights off so eyes are acclimated to darkness (dim lights are OK to illuminate computer keyboard)<br />
:* Once frost and/or dew begin to settle on the signs (thus affecting retroreflectivity), discontinue inspections<br />
:* Signs on side streets shall be inspected by driving the side street approaching the sign<br />
:* The sign legend and background colors should be recognizable both day and night (for example, a guide sign's white legend should be clearly visible and the background should be recognizable as green). If not, replace the sign.<br />
:* If inspection takes place after leaves have dropped and tree limbs fall within the view of the sign, but do not obscure sign: trim limbs to account for the time when leaves will regrow<br />
:* Inspection vehicles should be typical cars, SUVs or pickups, 2002 or newer<br />
:* Two-person inspection crews for safety<br />
:* Inspection conducted from travel lane (not shoulder) and conducted at normal travel speed<br />
:* Headlights should be cleaned before inspection begins. Clouded or hazed lenses should be polished<br />
:* Headlights should be checked to ensure they are properly aimed.<br />
<br />
Signs shall be visible from the following distances: <br />
:* <u>Flat Sheet Signs</u> must be visible from approximately 300 ft to provide drivers enough time to see and react to the sign. Any deficiencies which prohibit a sign from being seen at this minimum distance shall be identified in the inspection and corrected. <br />
<br />
:* <u>Structural Signs (Extruded Panel Substrate)</u> must be visible and legible from a minimum of approximately 300 ft. on two-lane roadways and 600 ft. on multilane highways (based on 30 ft. visibility for every 1 in. of legend height, per [[903.1 General (MUTCD Chapter 2A) #903.1.8|EPG 903.1.8]]). <br />
<br />
Issues that can affect sign visibility and shall be corrected are, but are not limited to:<br />
:* Sign sheeting which has fallen below acceptable performance levels<br />
:* Vegetation or other obstructions blocking the view of the sign<br />
:* Sign installation location, requiring sign to be moved to a better more visible location<br />
:* Damage to the sign face, such as gun shots, paint ball or other vandalism activities<br />
<br />
Sign posts shall be within acceptable tolerances of being vertically plumb (see [[#fig903.23.5.2|Figure 903.23.5.2]], below) and must hold the sign perpendicular to the travel way unless the sign type and installation intentionally requires the sign to be parallel to the roadway. Sign posts out of plumb and not supporting the sign in the proper orientation to the roadway shall be repaired or replaced as necessary.<br />
<br />
Signs shall be inspected to assure they are at the proper mounting height above the roadway and above the ground. Any deficiencies shall be corrected as mounting heights affect not only visibility of the sign, but also the breakaway characteristics / safety of the sign (see [[903.1 General (MUTCD Chapter 2A) #903.1.13|EPG 903.1.13]] for details):<br />
<br />
:* Non-Wide Flange sign installations shall have a mounting height of 5 ft. above the roadway on two-lane roadways and 7 ft. above the roadway inside city limits or on freeways or expressways (does not include object markers, chevrons, supplemental plaques or any other special sign mounting criteria).<br />
::o The length of any post of a non-Wide Flange sign installation shall be a minimum of 5 ft measured from the ground to the bottom of the sign <br />
:* Wide Flange sign installations shall have a mounting height of 7 ft 6 in above the roadway. <br />
::o The length of the shortest post of an Wide Flange sign installation shall be a minimum of 7 ft 9 in measured from the breakaway to the hinge point for breakaway performance. <br />
::o Post spacing for #3 through #6 Wide Flange posts shall be spaced a minimum of 7 ft apart from one another in order to meet federal breakaway standards.<br />
<br />
{{SpanID|fig903.23.5.2}}<br />
[[image:903 plumb.jpg|center|550px]]<br />
<center>'''Figure 903.23.5.2, Sign Post Plumb Tolerances'''</center><br />
<br />
Deficiencies in the number or spacing of posts shall also be identified and corrected. The number and spacing of posts are based on the guidance found in the post selection tools in [[903.16 Design Aspects of MoDOT Signing #903.16.4|EPG 903.16.4]]. Having the proper number, size and spacing of posts not only assures a long-lasting sign assembly, but incorrect installations can dramatically affect the breakaway characteristics of the sign assembly.<br />
<br />
==903.23.6 Emergency Response== <br />
'''Support.''' Risk Management has established guidelines concerning the response to replacing signs that have been knocked down or otherwise lost, see [[#tab903.23.6|Table 903.23.6]] for the response plan as it pertains to highway signing.<br />
<br />
'''Guidance.''' MoDOT’s Incident Response Plan should be consulted for further details.<br />
<br />
'''Support.''' Priority ranking are defined as follows:<br />
<br />
:'''Priority 1''' – Urgent, respond as soon as possible (day or night, weekends or holidays) suspending other lower priority work if necessary. May represent immediate hazard to the public.<br />
:'''Priority 2''' – Repair should be accomplished as soon as practical during normal working hours, but only after Priority 1 repairs are completed.<br />
:'''Priority 3''' – Repair should be accomplished with higher urgency than routine maintenance.<br />
:'''Routine''' – Not urgent, normally considered routine maintenance.<br />
<br />
{{SpanID|#tab903.23.6}}<br />
<center>'''Table 903.23.6, Incident Response Signing Plan'''</center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" rowspan="2"|Signs!!style="background:#BEBEBE" colspan="4"|Priority<br />
|-<br />
!style="background:#BEBEBE" width="150"|1 !!style="background:#BEBEBE" width="150"| 2!!style="background:#BEBEBE" width="150"| 3!!style="background:#BEBEBE" width="150"| Routine<br />
|-<br />
|Barricades (permanent)|| - ||X || - || -<br />
|-<br />
|Delineators|| - || - || - ||X<br />
|-<br />
|Guide<sup>1</sup>|| - || - ||X|| -<br />
|-<br />
|Information<sup>1</sup>|| - || - ||X|| -<br />
|-<br />
|Route Assemblies|| - ||See [[#fig903.23.2.2.3|Figure 903.23.2.2.3]]|| - || -<br />
|-<br />
|Regulatory<sup>1</sup>|| Stop, Yield, Do Not Enter, Wrong Way, One Way|| See [[#fig903.23.2.2.1|Figure 903.23.2.2.1]] & [[#fig903.23.2.2.2|Figure 903.23.2.2.2]]||Signs not on the priority 1 or 2 list|| -<br />
|-<br />
|Warning<sup>1</sup>|| - ||See [[#fig903.23.2.2.5|Figure 903.23.2.2.5]]||Signs not on the priority 1 or 2 list|| -<br />
|-<br />
|School<sup>1</sup>|| - ||See [[#fig903.23.2.2.4|Figure 903.23.2.2.4]]||Signs not on the priority 1 or 2 list|| -<br />
|-<br />
|Visibility (weeds, trees, etc.)|| For Priority 1 Signs|| For Priority 2 signs|| - ||For Priority 3 signs <br />
|-<br />
|Sign Truss Structure Damage|| Creating a Traffic Hazard|| - || Not A Traffic Hazard|| -<br />
|-<br />
|Lane Closure Notification/ Approval Required<sup>2</sup>|| No|| No|| Yes|| Yes<br />
|-<br />
|colspan="5" align="left"|<sup>'''1'''</sup> Damage that makes the sign ineffective.<br />
|-<br />
|colspan="5" align="left"|<sup>'''2'''</sup> NHS routes and all other routes with AADT of 1,700 or greater.<br />
|}<br />
<br />
==903.23.7 Guidelines for the use of the Sign Management System (SMS)==<br />
'''History.''' MoDOT has a long history of maintaining an inventory of signs located along its roadways and inspecting signs utilizing this database. MoDOT’s original database was housed on a mainframe computer and sign logs were done on paper. The first computer-based system was implemented in the early 2000s and was utilized until 2012 when it was replaced with Sign Management System (SMS), our current system. SMS was developed as a cradle-to-grave sign management system to manage field inventories, but also to manage sign ordering, work orders and warehouse management. MoDOT Management System (MMS) is expected, at later phases of development, to incorporate and possibly replace portions of SMS.<br />
<br />
'''Support.''' SMS has six major components. Details on each component and their specific use can be found in a wiki link and user manuals located on the SMS home page. While the sign catalog is accessible by any MoDOT employee, all other components require a STARTS request to gain access. The STARTS request is granted based on the level of access needed for the user’s role in signing and is approved by Highway Safety and Traffic. The following are the six major components of SMS:<br />
<br />
:* Sign catalog<br />
:* Sign ordering<br />
:* Field inventory<br />
:* Sign inspection<br />
:* Work orders<br />
:* Warehouse management<br />
<br />
Sign Catalog is the heart of the SMS. It contains the signs and sizes of signs from the MUTCD, and any MoDOT-specific signs used on MoDOT roadways. The information in the catalog is used to populate the sign field inventory for each sign assembly record. The data in the catalog is also used by the sign ordering system to populate the critical fields needed to generate a purchase order.<br />
<br />
Sign Ordering must be used to acquire signs for maintenance operations. This system is made up of a requisition component where sign requests are generated by field crews. These requisitions are sent to the district’s parent sign warehouse where it is either filled from the warehouse inventory, or the request is added to a vendor order. The vendor order component compiles sign requests and then interfaces with the state Financial Management System (FMS) to generate a purchase order. This component is required to be used in order to acquire signs from MoDOT’s sign manufacturer. <br />
<br />
Field Inventory is the component of SMS which contains records for locations of all signs located on MoDOT right of way, including signs MoDOT does not maintain. This component of SMS must be used to inventory all signs on MoDOT right of way. These records are in terms of "sign assemblies" or a record of a sign support and all of the signs that are mounted on that support. Sign supports can be one of MoDOT’s typical ground-mounted sign posts or the variety of overhead sign mounting structures. Details for each sign assembly can be recorded in this system, including, but not limited to the number of posts, type of post, type of overhead sign structure, sign location (left, overhead, right) and mounting height. The history of each assembly and each sign on each assembly can also be recorded in this system, including but not limited to sign installation date, repair date and inspection date. The only piece of data which is automatically recorded for an assembly record is the inspection history from the inspection component of the system. As with any database, the quality and accuracy of the data available is directly related to the accuracy and management of the data entered into the system. There are many fields for data available for each assembly record, some fields are required and others are optional.<br />
<br />
At a minimum an assembly record must include:<br />
<br />
:* District<br />
:* County<br />
:* Travelway ID<br />
:* Maintained by and Org Code<br />
:* GPS sign location (recorded from the travel lane)<br />
:* Sign number/code<br />
:* Support type (post or structure)<br />
:* Post / Structure Type<br />
:* Orientation of sign to the roadway.<br />
<br />
Optional fields, but recommended as bests practices include:<br />
<br />
:* Sign legend, for variable message signs<br />
:* Number of posts<br />
:* Post type and size<br />
:* Post offset from the roadway<br />
:* Footing type<br />
:* Breakaway.<br />
<br />
Sign Inspection must be conducted utilizing the sign inspection tool of SMS. This component is referenced as the "client tool" as it is one of the few components of SMS that is not web-based. The inspection tool is a software component of SMS loaded on individual laptops allowing field inventory data and TMS data to be loaded on the machine. Once on the laptop, the system can be operated independent of a network connection to inspect and update field inventories. Once an inspection is completed and/or inventory is updated, the data must be uploaded back to the web-based system to update the primary database.<br />
Work Orders are used in SMS to process the work generated by sign inspections. Work orders are auto-generated when a deficiency is identified during an inspection. Once generated, a work order must be approved and assigned to the appropriate crew. Once the work is completed, the work order must be closed. The identification of the deficiencies and the completion of the work order create the history of the correction in each record. The work order system can be used for any sign work conducted outside of inspections, but it is not a required use for this application.<br />
<br />
Warehouse Management is a component of SMS whose use is optional. This system was created as a user interface for FMS to offer more options in viewing and managing sign inventories. The system was designed to permit warehouse managers to establish minimum inventory levels / order points as well as maximum inventory levels. To help promote the use of excess inventory statewide, the system was designed to show the inventory for any sign with an inventory greater than the maximum set by the manager as "excess" so other districts could see availability. The tool is also designed to give managers the ability to reserve part of their inventory for special projects so these would not appear as excess.</div>Hoskirhttps://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes&diff=58620751.50 Standard Detailing Notes2026-05-06T16:10:59Z<p>Hoskir: /* E2. Foundation Data Table */ updated per RR4143</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="300px" align="right" <br />
|-<br />
|align="center"| '''Copying Detailing Notes from EPG to MicroStation Drawings'''<br />
|-<br />
|'''<font color="purple">[MS Cell]</font color="purple">''' in the standard detailing notes indicates those notes are available in MicroStation note cells because of the drawing associated with the note. <br />
|-<br />
|Please refer to [[media:751.50 Copying Detailing Notes May 2014.docx|Copying Detailing Notes from EPG to MicroStation Drawings]] for additional information.<br />
|}<br />
'''Underlined Portions of Notes:''' Underlined portions of standard detailing notes that are not applicable may be omitted.<br />
<br />
<br />
== A. General Notes ==<br />
<br />
=== A1. Design Specifications, Loadings & Unit Stresses and Standard Plans===<br />
<br />
'''The format for these notes as they would appear on the plans is as follows with the indention shown being optional. For additional applicable notes for MSE walls, see [[#J. MSE Wall Notes (Notes for Bridge Standard Drawings)|J. MSE Wall Notes]].'''<br />
<br />
:'''General Notes:'''<br />
<br />
::''' Design Specifications:'''<br />
:::A1.1<br />
<br />
::'''Design Loading:'''<br />
:::A1.2<br />
<br />
::''' Design Unit Stresses:'''<br />
::: A1.3 <br />
<br />
::'''Standard Plans: '''<br />
:::A1.4<br />
<br />
<br />
'''(A1.1) Design Specifications: '''<br />
<br />
'''Use for all LRFD standard culverts-bridge designs in which the design and/or details are completely covered by the Missouri Standard Plans for Highway Construction and/or EPG 751.8 in accordance with the following design specifications. '''<br />
<br />
:::2010 AASHTO LRFD Bridge Design Specifications and 2010 Interim Revisions<br />
<br />
'''Use for all LRFD bridge final designs initiated on or after June 1, 2020.'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
<br />
'''Use for all LRFD bridge final designs initiated before June 1, 2020.'''<br />
<br />
:::2017 AASHTO LRFD Bridge Design Specifications (8th Ed.)<br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated after June 1, 2024.'''<br />
<br />
:::<u>2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.)</u><br />
:::<u>Seismic Design Category = A</u> (<u>Nonseismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category =</u> <u>B</u> <u>C</u> <u>D</u> (<u>Complete Seismic Analysis</u> <u>Seismic Details plus Abutment Seismic Design</u>)<br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>__(2)</u> <br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated before June 1, 2024.'''<br />
<br />
:::<u>2011 AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Ed.) and 2014 Interim Revisions</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category = __</u> <br />
:::<u>Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> = __</u><br />
:::<u>Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = __</u> <br />
<br />
'''Use for all LFD bridge final designs.'''<br />
:::2002 AASHTO LFD (17th Ed.) Standard Specifications<br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = __</u><br />
:::<u>Acceleration Coefficient = __ </u><br />
:::<u>Bridge Deck Rating = (1)</u><br />
<br />
'''Use for all LRFD retaining wall (Conventional retaining wall, MSE wall or other) final designs. For additional applicable notes for MSE walls, see [[751.50_Standard_Detailing_Notes#J._MSE_Wall_Notes_.28Notes_for_Bridge_Standard_Drawings.29|J. MSE Wall Notes]].'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
:::2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.) <br />
:::<u>Seismic Design Category = A (Seismic Zone 1)</u><br />
:::<u>Seismic Design Category = B (Seismic Zone 2)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = C (Seismic Zone 3)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = D (Seismic Zone 4) (Seismic Analysis)</u><br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>(2)</u><br />
<br />
(1) Use when repairing concrete deck. The rating (3 to 9) is from the bridge inspection report.<br />
<br />
(2) Use value for A<sub>s</sub> per Geotech report/Design layout or N/A if not reported in Geotech report/Design layout. If A<sub>s</sub> > 0.75 then use A<sub>s</sub> = 0.75.<br />
<br />
(3) Use “No seismic analysis” if retaining wall is not supporting another structure foundation (i.e. not supporting abutment fill or building) and only if Geotech report allow this option.<br />
<br />
<div id="(A1.2) Design Loading:"></div><br />
'''(A1.2) Design Loading:'''<br />
<br />
'''Use for all LRFD bridge, retaining wall and culvert final designs.'''<br />
::Vehicular = HL-93 <u>minus lane load</u> (1)<br />
:: <u>No</u> <u>Future Wearing Surface</u> <u>= 35 lb/sf</u><br />
::<u>Defense Transporter Erector Loading</u><br />
::Earth = 120 lb/cf (4 6)<br />
::Equivalent Fluid Pressure = <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
'''Use for all LFD bridge final designs.'''<br />
::<u>HS20-44</u> <u>HS20 Modified</u> <u>(4)</u> <u>(5)</u> <br />
::<u>35 lb/sf</u> <u>No</u> Future Wearing Surface<br />
::<u>Military 24,000 lb Tandem Axle</u> <u>(5)</u> <br />
::<u>Defense Transporter Erector Loading</u> <u>(5)</u> <br />
::Earth 120 lb/cf, Equivalent Fluid Pressure <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::Fatigue Stress - <u>Case I</u> <u>Case II</u> <u>Case III</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
For rehabilitation of decks originally designed using above loads, specify using current wording when the original wording varies from that now used (“Military” used to be specified as “Modified”). <br />
<br />
(1) Include for all culverts and culverts-bridges unless lane load is used.<br />
<br />
(2) For bridges and retaining walls use "45 lb/cf (Min.)" unless the Ø angle requires using a larger value. For box culverts use "30 lb/cf (Min.), 60 lb/cf (Max.)".<br />
<br />
(3) Use with all prestressed concrete structures. Omit underline portions for single spans. <br />
<br />
(4) For rehabilitation of decks originally designed using loads other than those shown, specify loading as shown on original plans.<br />
<br />
(5) For rehabilitation of decks specify the original design year in parentheses, e.g. (1965).<br />
<br />
(6) Unless different value is provided in the Geotechnical report.<br />
<br />
<br />
'''(A1.3) Use for LRFD. (For ASD, LFD, and allowable stresses, see Development Section.)'''<br />
<br />
::'''Design Unit Stresses:'''<br />
::{|<br />
|Class B Concrete (Substructure)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B Concrete (Retaining Wall)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B-2 Concrete (Drilled Shafts & Rock Sockets)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Superstructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except<br/> &nbsp; Prestressed <u>Girders</u> <u>Beams</u> and Barrier) || ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Substructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Box Culvert)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Barrier)|| ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except Barrier)|| ||valign="bottom"| f'c = 4,000 psi (1)<br />
|-<br />
|Reinforcing Steel (Grade 40)|| ||f<sub>y</sub> = 40,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A615 Grade 60)|| ||f<sub>y</sub> = 60,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A706 Grade 60)|| ||f<sub>y</sub> = 60,000 psi (2)<br />
|-<br />
| Structural Carbon Steel (ASTM A709 Grade 36) || ||f<sub>y</sub> = 36,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS70W)|| ||f<sub>y</sub> = 70,000 psi<br />
|-<br />
|Structural Steel HP Pile (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi <br />
|-<br />
|Welded or Seamless steel shell (pipe) for CIP pile (ASTM A252 Modified Grade 3)||width="20"| || f<sub>y</sub> = 50,000 psi<br />
|-<br />
|colspan="3"|For precast prestressed panel stresses, see Sheet No. _.<br />
|-<br />
|colspan="3"|For prestressed girder stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|-<br />
|colspan="3"|For prestressed <u>solid slab</u> <u>voided slab</u> <u>box</u> beam stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|}<br />
<br />
<div id="A1-notes"></div><br />
(1) Slabs, diaphragms or beams poured integrally with the slab.<br />
<br />
(2) Use for new bridges in seismic design category B, C and D. ASTM A615 bars should be used for rehabilitation work regardless of location. <br />
<br />
Note: Any new construction using structural steels A514 or A517 requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles or other structural shapes without prior confirmation of the availability of the material.<br />
<br />
<div id="(A1.4) Standard Plans:"></div><br />
'''(A1.4) Use for structural design information only.'''<br />
:::'''Standard Plans:'''<br />
::::703.37, 703.85, 703.86, and 703.87<br />
<br />
<center><br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="950px" align="center" <br />
|-<br />
|Guidance: <br/><br />
- List in order the Missouri Standard Plans applicable to the structure (omit if there are no applicable standard plans).<br/><br />
- Above is an example for a right advanced triple box culvert with a flared inlet. Actual standards specified shall be those required for structure type and features.<br/><br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
! style="background:#BEBEBE"| Standard Plan!! style="background:#BEBEBE"|When Applicable <br />
|-<br />
|703.10 thru 703.87 ||width="300"|Culvert Standards in Accordance with [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans ]]<br />
</center><br />
|}<br />
</center><br/><br />
- Examples for exclusion (no need to include):<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 606.60: guardrail transition – roadway item<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plans 606.00 and 617.10: delineators for railings and barriers – referenced in standard notes.<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 609.00: Type A curb for approach slabs– referenced in standard note K1.16<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 706.35 Bar Supports for Concrete Reinforcement<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 712.40 Steel Dams at Expansion Devices – supplementary details for construction<br/><br />
|}<br />
</center><br />
<br />
=== A2. Concrete Box Culverts and Other Type Structures ===<br />
<br />
'''All Boxes'''<br />
<br />
'''(A2.0) <font color="purple">[MS Cell]</font color="purple">'''<br />
:MoDOT Construction personnel will indicate the type of box culvert constructed:<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Precast Concrete Box used<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Cast-in-Place Concrete Box used<br />
<br />
<br />
'''All Boxes on Rock'''<br />
<br />
'''(A2.1) Designer shall check with Structural Project Manager if the 6” dimension should be increased for soft rock and shale. '''<br />
<br />
:Anchor full length of walls by excavating 6 inches into and casting concrete against vertical faces of hard, solid, undisturbed rock.<br />
<br />
'''(A2.1.1)'''<br />
:Holes shall be drilled 12 inches into solid rock with E1 and E2 bars grouted in.<br />
<br />
<br />
'''All Boxes with Bottom Slab'''<br />
<br />
'''(A2.2)'''<br />
:When alternate precast concrete box culvert sections are used, the minimum distance from inside face of headwalls to precast sections measured along the shortest wall shall be 3 feet. Reinforcement and dimensions for wings and headwalls shall be in accordance with Missouri Standard Plans.<br />
<br />
<br />
'''Culverts on Rock Where Holes or Crevices may be Found'''<br/><br />
'''(Normally where soundings show rock to be very irregular)'''<br />
<br />
'''(A2.3) (The designer should check with Structural Project Manager before placing this note on the plans.)'''<br />
:Where, under short lengths of walls, top of rock is below elevations given for bottom of walls, plain concrete footings 3 feet in width shall be poured up from rock to bottom of walls. If top of rock is more than 3 feet below bottom of short wall sections, the walls between points of support on rock, shall be designed and reinforced as beams and spaces below walls filled as directed by the engineer. Payment for plain concrete footings and concrete reinforced as wall beams will be considered completely covered by the contract unit price for Class B-1 Concrete.<br />
<br />
<br />
'''Box Type Structures on Rock or Shale Widened or Extended with Floor '''<br />
<br />
'''(A2.4)'''<br />
:Fill material under the slab shall be firmly tamped before the slab is poured.<br />
<br />
<br />
'''Box Culverts with Bottom Slab that Encounter Rock'''<br />
<br />
'''(A2.5) (Use when specified on the Design Layout.)'''<br />
:Excavate rock 6 inches below bottom slab and backfill with suitable material for culverts on rock in accordance with Sec 206.<br />
<br />
<br />
'''Curved Box Culverts (Box on curve)'''<br />
<br />
'''(A2.6)'''<br />
:The contractor will have the option to build the curved portion of the structure on chords (maximum of 16 feet).<br />
<br />
<br />
'''(A2.7) (Use when special backfill is specified on the Design Layout.)'''<br />
:Excavate 3 feet below the box and fill with suitable backfill material.<br />
<br />
<br />
'''For Box Culverts where collar is provided, place the following note on plan sheet.'''<br />
<br />
'''(A2.8)'''<br />
:If precast option is used, precast box culvert ties in accordance with Sec 733 and Standard Plan 733 shall be provided between all precast sections. <br />
<br />
<br />
'''For Box Culverts with transverse joint(s), place notes A2.9 and A2.10 under the Transverse Joint Detail. <font color="purple">[MS Cell]</font color="purple"> The detail and these notes are not needed if an appropriate standard plan is referenced.'''<br />
<div id="(A2.9)"></div><br />
'''(A2.9)'''<br />
:Filter cloth 3 feet in width and double thickness shall be centered on transverse joints in top slab and sidewalls with edges sealed with mastic or two sided tape. Filter cloth shall be a separation geotextile in accordance with Sec 1011. Cost of furnishing and installing filter cloth will be considered completely covered by the contract unit price for other items.<br />
<div id="(A2.10)"></div><br />
<br />
'''(A2.10)'''<br />
:Preformed fiber expansion joint material in accordance with Sec 1057 shall be securely stitched to one face of the concrete with 10 Gage copper wire or 12 Gage soft drawn galvanized steel wire.<br />
<br />
<br />
'''(A2.11)'''<br />
:If unsuitable material is encountered, excavation of unsuitable material and furnishing and placing of granular backfill shall be in accordance with Sec 206.<br />
<br />
<br />
'''(A2.14) For Box Culverts where the top slab is used as the riding surface, place the following note on plan sheet.'''<br />
<br />
:Culvert top slab surface may be finished with a vibratory screed.<br />
<br />
<div id="Use notes A2.15 and A2.16"></div><br />
<br />
'''Use notes A2.15 and A2.16 for all box culverts.'''<br />
<br />
'''(A2.15) '''<br />
<br />
:Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
<br />
'''(A2.16) '''<br />
<br />
:If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item)<br />
<br />
=== A3. All Structures ===<br />
<br />
'''Neoprene Pads:'''<br />
<br />
'''(A3.2) Does not apply to Type N PTFE Bearings & Laminated Neoprene Bearing Pad Assembly.'''<br />
:Neoprene bearing pads shall be <u>50</u> <u>60</u> <u>70</u> durometer and shall be in accordance with Sec 716.<br />
<br />
<br />
'''Fabricated Steel Connections:'''<br />
<br />
'''(A3.3) Use for all steel structures. Bolted connections use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Field connections shall be made with 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> bolts and 13/16-inch diameter holes, except as noted. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied.<br />
|}<br />
<br />
'''Joint Filler:'''<br />
<br />
'''(A3.4) Use on all structures (except culverts).'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed sponge rubber expansion and partition joint filler, except as noted.<br />
<br />
<br />
'''Reinforcing Steel:'''<br />
<br />
'''(A3.5)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<br />
<div id="(A3.5.1) Use when uncoated steel"></div><br />
'''(A3.5.1) Use when uncoated steel may come in contact with galvanized piles (concrete pile cap intermediate bents and pile footings).'''<br />
:Minimum clearance between galvanized piles and uncoated (plain) reinforcing steel including bar supports shall be 1 1/2”. Nylon, PVC, or polyethylene spacers shall be used to maintain clearance. Nylon cable ties shall be used to bind the spacers to the reinforcement.<br />
<br />
'''(A3.6) Use when mechanical bar splices (MBS) are to be specified on the plans. The underlined portion shall be used when mechanical bar splice is not being paid for with pay item 706-10.70. '''<br />
<br />
:MBS refers to mechanical bar splices. Mechanical bar splices shall be in accordance with Sec 706 or 710 <u>except that no measurement will be made for mechanical bar splices and they will be considered completely covered by the contract unit price for other items</u>.<br />
<br />
<div id="Traffic Handling:"></div><br />
'''Traffic Handling:'''<br />
<br />
'''(A3.7) Use on all grade separations (new and rehabs) constructed over traffic. The note shall be as specified on the Bridge Memorandum (may not match the following) in accordance with [[751.1 Preliminary Design#751.1.2.6 Vertical and Horizontal Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearances]].'''<br />
<br />
:Vertical clearance for Route <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> traffic during construction shall be <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> minimum over a <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> wide horizontal opening of the roadway <u>in each direction</u>.<br />
<br />
<br />
'''(A3.8) Use for bridges and culverts.'''<br />
:<u>Structure to be closed during construction.</u> <u>Traffic to be maintained on (1) during construction.</u> See roadway plans for traffic control <u>and Sheet No. __ for staged construction details.</u><br />
<br />
::{| style="margin: 1em auto 1em auto" <br />
|-<br />
|(1)|| Use “structure” with staged rehabilitation of existing structures.<br />
|-<br />
| ||Use “existing structure” with new structures built next to existing structures.<br />
|-<br />
| ||Use “structures” with staged replacement of existing structures.<br />
|-<br />
| ||Use “temporary bypass” when a bypass will be constructed.<br />
|-<br />
| ||Use “other routes” with new routes and with existing routes that are closed to traffic.<br />
|-<br />
|colspan="2" width="1150"| <br />
|}<br />
<br />
=== A4. Protective Coatings ===<br />
<br />
====A4a. Structural Steel Protective Coatings====<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "Structural Steel Protective Coatings:". <br />
<br />
=====A4a1. <u>Steel Structures-Nonweathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a1.1 – A4a1.7)</u>'''<br />
<br />
'''(A4a1.1) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.3 is used. '''<br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finish Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.2) '''<br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a1.3) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.4) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.3) is used, omit the 2<sup>nd</sup> sentence'''.<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u> . <br />
<br />
'''(A4a1.5) When System L is specified, System I is specified for water crossings or when note (A4a1.3) is used, omit the underlined part.'''<br />
<br />
:At the option of the contractor, the <u>intermediate field coat and</u> finish field coat may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''(A4a1.6) Use for structures with Access Doors'''<br />
<br />
:Structural steel access doors shall be cleaned and coated in the shop or field with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. In lieu of coating, the access doors may be galvanized in accordance with ASTM A123 and AASHTO M 232 (ASTM A153), Class C. The cost of coating or galvanizing doors will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a1.7) Use for structures with Access Doors and when a fabricated structural steel pay item is not included.'''<br />
<br />
:Payment for furnishing, coating or galvanizing and installing access doors and frames will be considered completely covered by the contract unit price for other items. <br />
<br />
<div id="(A4a1.8.1) Place"></div><br />
'''(A4a1.8.1) Place the following notes on the plans when alternate galvanized structural steel protective coating is approved by SPM.'''<br />
<br />
:'''(A4a1.8.1a) Place the following note under the notes for “Structural Steel Protective Coatings”.'''<br />
::Alternate A Structural Steel Protective Coating:<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:'''(A4a1.8.1b) In "General Notes:" section place the following note under the heading "Miscellaneous:”'''<br />
::Alternate bids for structural steel coating shall be completed.<br />
<br />
:'''(A4a1.8.1c) Place following information at bottom part of “Estimated Quantities” table. (At least four (4) blank rows should be left at bottom of table to allow for additional entries in the field.)'''<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|Estimated Quantities<br />
|-<br />
!Item||Substr.||Superstr.||Total<br />
|-<br />
|Last Pay Item|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|ADD ALTERNATE A:|| || ||<br />
|-<br />
|Galvanizing Structural Steel&nbsp;&nbsp;&nbsp;&nbsp; lump sum|| || ||1<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|}<br />
</center><br />
'''(A4a1.8.2) Place the following note instead of notes A4a1.1 – A4a1.7 on the plans when galvanized structural steel protective coating is approved by SPM.'''<br />
:'''(A4a1.8.2a) '''<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''<u>Recoating Existing Steel (Notes A4a1.9 - A4a1.13)</u>''' <br />
<br />
'''(A4a1.9) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.13 is used.''' <br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finished Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.10) Use primer specified on the Design Memorandum. System L must be used with inorganic zinc primer only.''' <br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for <u>Recoating of Structural Steel (System G, H, I or L)</u> with <u>organic</u> <u>inorganic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel.<br />
<br />
'''(A4a1.11) '''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a1.12) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.13) is used, omit the 2<sup>nd</sup> sentence.'''<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u>.<br />
<br />
'''(A4a1.13) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.14) Use for recoating truss bridges. '''<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|The length of span that is permissible to drape is to be determined by the designer and given in the note. Typically, ¼ span length is used but greater lengths have been used in the past based on calculations. See Structural Project Manager or Structural Liaison Engineer.<br />
|}<br />
<br />
:For the duration of cleaning and recoating the truss spans, the truss span superstructure in any span shall not be draped with an impermeable surface subject to wind loads for a length any longer than <u>1/4</u> the span length at any one time regardless of height of coverage. Simultaneous work in adjacent spans is permissible using the specified limits in each span. <br />
<br />
<div id="Overcoating Existing Steel (Notes A4a.10 – A4a.14)"></div><br />
'''<u>Overcoating Existing Steel (Notes A4a1.21 – A4a1.27)</u> '''<br />
<br />
'''(A4a1.21) Include underlined portion when overcoating an existing vinyl coating (System C).'''<br />
<br />
:Protective Coating: System G in accordance with Sec 1081 <u>except thinners are not permitted</u>.<br />
<br />
'''(A4a1.22) '''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for Overcoating of Structural Steel. The cost of surface preparation will be considered completely covered by the contract <u>lump sum unit</u> price <u>per sq. foot</u> for Surface Preparation for Overcoating Structural Steel (System G).<br />
<br />
'''(A4a1.23) The 2nd underlined portion in the first sentence is applicable only for bridges over streams and railroads. '''<br />
<br />
:Field Coat(s): The color of the field overcoat shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u> and shall be applied in accordance with Sec 1081.10.3.4<u>, except that all structural steel shall have the intermediate field coat applied in accordance with Sec 1081.10.3.4.1.1</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System G).<br />
<br />
'''(A4a1.24) Use when new coating system overlaps existing coating system. Show detail on plans.'''<br />
<br />
:Limits of Paint Overlap: System G shall overlap the existing coating between 6 inches and 12 inches in order to achieve maximum coverage at the paint limit of each complete system near the expansion and contraction areas. The final field coating shall be masked to provide crisp, straight lines and to prevent overspray beyond the overlap required.<br />
<br />
=====A4a2. <u>Steel Structures- Weathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a2.1 - A4a2.3) </u>'''<br />
<br />
'''(A4a2.1) '''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080. <br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel.<br />
<br />
'''(A4a2.2) '''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the <u>intermediate and</u> finish field coats will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a2.3) '''<br />
<br />
:At the option of the contractor, the intermediate and finish field coats may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''<u>Recoating Existing Steel (A4a2.10 – A4a2.13) </u>'''<br />
<br />
'''(A4a2.10)'''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080.<br />
<br />
'''(A4a2.11) Use primer specified on Design Memorandum. System L must be used with inorganic zinc primer only.'''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1080 and Sec 1081 for <u>Recoating of Structural Steel (System G, H or I)</u> with <u>inorganic</u> <u>organic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel. <br />
<br />
'''(A4a2.12)'''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a2.13) The coating color shall be as specified on the Design Layout. When System L or I is specified, omit the 2nd sentence.'''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System <u>G</u> <u>I</u>).<br />
<br />
=====A4a3. <u>Miscellaneous</u>=====<br />
<br />
'''(A4a3.1) Use for weathering steel or concrete structures with girder chairs and when a coating pay item is not included. '''<br />
<br />
:Structural steel for the <u>girder</u> <u>beam</u> chairs shall be coated with not less than 2 mils of inorganic zinc primer. Scratched or damaged surfaces are to be touched up in the field before concrete is poured. In lieu of coating, the <u>girder</u> <u>beam</u> chairs may be galvanized in accordance with ASTM A123. The cost of coating or galvanizing the <u>girder</u> <u>beam</u> chairs will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a3.2) Use when recoating existing exposed piles. (Guidance: "Aluminum" is preferred because it acts as both a barrier and corrosion protection where "Gray" only acts as a barrier. If for any reason coated pile is embedded in fresh concrete, "Aluminum" shall not be used.)'''<br />
<br />
:All exposed surfaces of the existing structural steel piles <u>and sway bracing</u> shall be recoated with one 6-mil thickness of <u>aluminum</u> <u>gray</u> epoxy-mastic primer applied over an SSPC-SP3 surface preparation in accordance with Sec 1081. The bituminous coating shall be applied one foot above and below the existing ground line and in accordance with Sec 702. These protective coatings will not be required below the normal low water line. The cost of surface preparation will be considered completely covered by the contract lump sum price for Surface Preparation for Applying Epoxy-Mastic Primer. The cost of the <u>aluminum</u> <u>gray</u> epoxy-mastic primer and bituminous coating will be considered completely covered by the contract lump sum price for <u>Aluminum</u> <u>Gray</u> Epoxy-Mastic Primer.<br />
<br />
====A4b. Concrete Protective Coatings====<br />
<br />
=====A4b1. Concrete Protective Coatings===== <br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Concrete Protective Coatings:'''". <br />
<br />
'''(A4b1.1) Use note with weathering steel structures. '''<br />
<br />
:Temporary coating for concrete bents and piers (weathering steel) shall be applied on all concrete surfaces above the ground line or low water elevation on all abutments and intermediate bents in accordance with Sec 711. <br />
<br />
'''(A4b1.2) Use note with coating for concrete bents and piers either urethane or epoxy. '''<br />
<br />
:Protective coating for concrete bents and piers <u>(Urethane)</u> <u>(Epoxy)</u> shall be applied as shown on the bridge plans and in accordance with Sec 711. <br />
<br />
'''(A4b1.3) Use note when specified on Design Layout.'''<br />
<br />
:Concrete and masonry protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711. <br />
<br />
'''(A4b1.4) Use note when specified on Design Layout. '''<br />
<br />
:Sacrificial graffiti protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711.<br />
<br />
=== A5. Miscellaneous ===<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Miscellaneous:'''".<br />
<br />
'''(A5.1) Use the following note on all structures that contains non-redundant Fracture Critical Members (FCM).'''<br />
<br />
:This structure contains non-redundant Fracture Critical Members (FCM). FCM requirements shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''(A5.3) Use the following note on all jobs with high strength bolts.'''<br />
:High strength bolts, nuts and washers will be sampled for quality assurance as specified in Sec 106.<br />
<br />
'''(A5.4) Use the following note for structures having detached wing walls at end bents.'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the <u>Lt.</u> <u>Rt.</u> <u>both</u> detached wing wall<u>s</u> at End Bents No. <u> &nbsp; &nbsp; </u>&nbsp; <u>and</u> <u>No. &nbsp; &nbsp; </u>&nbsp;including the Class <u> &nbsp; </u>&nbsp;Excavation, <u>&nbsp; &nbsp; Pile</u>, [[#A5-notes|(1)]], Class <u>B</u> <u>B-1</u> Concrete (Substr.) [[#A5-notes|(2)]] and Reinforcing Steel (Bridges), will be considered completely covered by the contract unit price for these items.<br />
<br />
::{| style="margin: 1em auto 1em auto" align="left"<br />
|-<br />
|(1)||List all items used for the detached wing walls.<br />
|-<br />
|valign="top"|(2)|| For continuous concrete slab bridges, the detached wing walls could be either Class B or Class B-1. (For slab bridges with Class B spread footings, the detached wing walls might as well be Class B, otherwise, Class B-1 may be used.) Check with Project Manager.<br />
|}<br />
<br />
<div id="(A5.6)"></div><br />
<br />
'''(A5.6) <font color="purple">[MS Cell]</font color="purple"> Use the following note on all Concrete Superstructures where Precast Panels are used.'''<br />
:MoDOT Construction personnel will indicate the type of joint filler option used under the precast panels for this structure:<br />
:: □ Constant Joint Filler<br />
:: □ Variable Joint Filler<br />
<br />
== B. Estimated Quantities Notes ==<br />
<br />
<br />
=== B1. General ===<br />
<br />
<br />
==== B1a. Concrete ====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.1) (Use on steel structures only.)'''<br />
:All concrete above the lower construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.2) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Integral End Bents, notes B1.3, B1.4, and B1.5 (When bridge slab quantity using note B3.21 table, slab bid per sq. yd.) '''<br />
<br />
'''(B1.3) (Use on steel structures only.)'''<br />
:All concrete between the upper and lower construction joints in the end bents <u>(except detached wing walls) </u> is included in the Estimated Quantities for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.4) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> <u>and all reinforcement in cast-in-place pile at end bents</u> is included in the Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> <u>Concrete Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Intermediate Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.1)'''<br />
:All reinforcement in the intermediate bent concrete diaphragms except reinforcement embedded in the beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.2)'''<br />
:All concrete above the intermediate beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u></u>.<br />
<br />
<br />
'''Non-Integral End Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.3)'''<br />
:All reinforcement in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.4)'''<br />
:All concrete in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Semi-Deep Abutments'''<br />
<br />
'''(B1.6)'''<br />
:All concrete and reinforcing steel below top of slab and above construction joint in Semi-Deep Abutments is included in the Estimated Quantities for Slab on Semi-Deep Abutment.<br />
<br />
<div id="(B1.7)"></div><br />
'''End Bents with Expansion Device'''<br />
<br />
'''(B1.7)'''<br />
:Concrete above the upper construction joint in backwall at End Bent<u>s</u> No. <u> &nbsp; </u> &nbsp;is included with Class B-2 Concrete (Slab on <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>) Quantities.<br />
<br />
<br />
'''Sidewalk'''<br />
<br />
'''(B1.8)''' <br />
:All concrete and reinforcing steel in sidewalk will be considered completely covered by the contract unit price for Sidewalk (Bridges).<br />
<br />
<br />
'''Continuous Concrete Slab Bridge (Notes B1.9.1 thru B1.9.6)'''<br />
<br />
'''End Bents'''<br />
<br />
'''(B1.9.1)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.9.2)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Column Bents integral with slab'''<br />
<br />
'''(B1.9.3)'''<br />
:All concrete above construction joint between slab and columns in the intermediate bents is included with Superstructure Quantities.<br />
<br />
'''(B1.9.4)'''<br />
:All reinforcement in the intermediate bent columns is included with Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Pile Cap Bents integral with slab'''<br />
<br />
'''(B1.9.5)'''<br />
:All concrete in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
'''(B1.9.6)'''<br />
:All reinforcement in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
<div id="(B1.9.7) Use"></div><br />
<br />
==== B1b. Excavation, Sway Bracing====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.10) Use when total estimated excavation is less than 10 cubic yards (No "excavation" item in the Estimated Quantities).'''<br />
:Cost of any required excavation for bridge will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
'''Retaining Walls'''<br />
<br />
'''(B1.11)'''<br />
:No Class 1 Excavation will be paid for above lower limits of roadway excavation.<br />
<br />
<br />
'''Concrete Structures Having Sway Bracing on Load Bearing Piles'''<br />
<br />
'''(B1.12)'''<br />
:The cost of furnishing and installing steel sway bracing on piles at the intermediate bent<u>s</u> will be considered completely covered by the contract unit price for Fabricated Structural Carbon Steel (Misc.).<br />
<br />
<br />
'''Note to Detailer:'''<br/>For structures having steel sway bracing on piles, the weight of the bracing shall be shown under the substructure quantities.<br />
<br />
'''(B1.13)'''<br />
:Cost of cleaning and coating of bracing at intermediate bents will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
=== B2. Welded Wire Fabric ===<br />
<br />
<br />
'''Structures with Welded Wire Fabric'''<br />
<br />
'''(B2.4)'''<br />
:Weight of <u>6</u> x <u>6</u> - <u>W2.1</u> x <u>W2.1</u> welded wire fabric is included in Estimated Weight of Reinforcing Steel. (*)<br />
<br />
<br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|WELDED WIRE FABRIC WEIGHT<br />
|-<br />
!STYLE||SPACE||SIZE||LBS./100 SQ, FT.<br />
|-<br />
|6 x 6 - W2.1 x W2.1||6"||8 ga.||30<br />
|-<br />
|4 x 4 - W4 x W4||4"||4 ga.||85<br />
|}<br />
<br />
See CRSI Manual for other sizes.<br />
<br />
Table should not be shown on plans<br />
<br />
<br />
(*) Modify for type actually used. Show type on details where the fabric is shown.<br />
<br />
"W" denotes plain wire; the number following indicates cross sectional area in hundredths of a square inch. Deformed wire is denoted by the letter "D".<br />
<br />
=== B3. Estimated Quantities Tables ===<br />
<br />
<br />
==== B3a. Bridges ====<br />
<br />
'''(B3.1) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!rowspan="3" | &nbsp;||colspan="5" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Substr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Superstr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" |[[Image:751.50 circled 1.gif]] <math>\, \big\{</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right"|<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Type D Barrier <br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" rowspan="2"|[[Image:751.50 circled 2.gif]] <math>\, \Bigg\{</math><br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|}<br />
<br />
<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 1.gif]]||The following note shall be placed under the estimated quantities box when steel piles are used in Seismic Categories B, C & D.<br />
|}<br />
<div id="(B3.2)"></div><br />
'''(B3.2)'''<br />
:Cost of L4x4 ASTM A709 Grade 36 HP pile anchors and 3/4-inch diameter ASTM F3125 Grade A325 Type 1 bolts, complete in place, will be considered completely covered by the contract unit price for Galvanized Structural Steel Piles (<u>12 in.</u> <u>14 in.</u>).<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 2.gif]]||In special cases, entries are made to the quantities table by Construction personnel after plans are completed. When notes are placed too close to the bottom of this table, additional quantities cannot be entered efficiently. The request has been made that space be left for at least four (4) additional entries to the table before notes are placed on the plans.<br />
|}<br />
<br />
<br />
'''Place an <math>\, **</math> next to the transverse diamond grooving in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
'''(B3.7)'''<br />
:<math>\, **</math> MoDOT will allow, at the contractor's discretion, longitudinal or transverse diamond grooving of the surface of the concrete bridge deck.<br />
<br />
'''(B3.8) Place a * next to supplementary wearing surface material in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''*''' Supplementary wearing surface material will be paid for at the fixed unit price in accordance with Sec 109.<br />
<br />
'''(B3.9) Use for jobs with restrictive timelines including weekend only work. See Structural Project Manager or Structural Liaison Engineer. Place a ** next to total surface hydro demolition in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''**''' The minimum allowable water usage shall be 55 gallons per minute.<br />
<br />
==== B3b. Box Culverts====<br />
<br />
Estimated Quantities Table for Box Culverts<br />
<br />
The quantities table on box culvert plans should show an extra column to the right in the table that is labeled "Final Quantities". Estimated quantities should be inserted to the left of this column in the usual manner by the detailer as shown in the example below.<br />
<br />
The four extra spaces at the bottom of the table are not required as specified before.<br />
<br />
'''(B3.11) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="1" style="text-align:center; border:3px solid black" cellpadding="5" cellspacing="0"<br />
|-<br />
!width="300" colspan=2 |Estimated Quantities||width="100"|Final Quantities<br />
|-<br />
| align="left"| Class 4 Excavation||cu. yard||<br />
|-<br />
|align="left"|Class B-1 Concrete<br/>(Culverts-Bridge)'''*'''||cu. yard||<br />
|-<br />
|align="left"|Reinforcing Steel (Culverts- <br/> Bridge)'''*'''||pound||<br />
|}<br />
<br />
<math>\, *</math> Note to Detailer:<br />
:If distance from stream face of exterior wall to exterior wall is <math>\ge</math> 20' then should use (Culverts-Bridge) but if <math><</math> 20' should use (Culverts).<br />
<br />
==== B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Wearing Surfaces ====<br />
<br />
The following table is to be placed on the design plans under the table of estimated quantities.<br />
<br />
Use separate tables for multiple types of slabs on a structure. <br />
<div id="(B3.21)"></div><br />
'''(B3.21) <font color="purple">[MS Cell]</font color="purple"> Table of Slab Quantities'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities for<br/><u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u><br />
|-<br />
!colspan="2" width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class B-2 Concrete<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"|Reinforcing Steel (Epoxy Coated)<br />
|align="right" style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
Fill in the blank above and in note below with "'''Slab on Steel'''", "'''Slab on Concrete I-Girder'''", "'''Slab on Concrete Bulb-Tee Girder'''", "'''Slab on Concrete NU-Girder'''", "'''Slab on Semi-Deep Abutment'''", '''"Slab on Concrete Beam"''', '''"Slab on Concrete Adjacent Beam"''' or "'''Reinforced Concrete Wearing Surface'''". If transparent forms are required add “'''(with Transparent Forms)'''” to the end of the pay item.<br />
<br />
"'''Slab on Concrete Adjacent Beam'''" shall be used with double-tee girders and when specified on the Design Layout for solid slab beams, adjacent voided slab beams and adjacent box beams.<br />
<br />
Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate. Reinforcing steel shall be estimated to the nearest 10 pounds.<br />
<br />
'''(B3.22) '''<br />
:The table of Estimated Quantities for <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp; represents the quantities used by the State in preparing the cost estimate for concrete slabs. The area of the concrete slab will be measured to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of bridge slab (or with the horizontal dimensions as shown on the plan of slab). Payment for <u>prestressed panels,</u> <u>stay-in-place corrugated steel forms,</u> <u>transparent forms</u>, conventional forms, all concrete and epoxy coated reinforcing steel will be considered completely covered by the contract unit price for the slab. Variations may be encountered in the estimated quantities but the variations cannot be used for an adjustment in the contract unit price.<br />
<br />
'''(B3.23)'''<br />
:Method of forming the slab<u>s</u> shall be as shown on the plans and in accordance with Sec 703. All hardware for forming the slab to be left in place as a permanent part of the structure shall be coated in accordance with ASTM A123 or ASTM B633 with a thickness class SC 4 and a finish type I, II or III.<br />
<br />
'''(B3.24) Use note for optional forming. Conventional forms shall not be listed as an alternate when transparent forms are used.'''<br />
:Slab shall be cast-in-place with <u>transparent forms</u> <u>conventional forms or stay-in-place corrugated steel forms</u>. Precast prestressed panels will not be permitted.<br />
<br />
'''(B3.25) Use note when vibratory screeds are allowed for deck finishing. For guidance for allowing a vibratory screed, see [[751.10 General Superstructure#751.10.1.15 Deck Concrete Finishing|EPG 751.10.1.15 Deck Concrete Finishing]].'''<br />
<br />
:Bridge deck surface may be finished with a vibratory screed.<br />
<br />
'''Stay-In-Place Corrugated Steel Forms:'''<br />
<br />
'''(B3.30)'''<br />
:Corrugated steel forms, supports, closure elements and accessories shall be in accordance with grade requirement and coating designation G165 of ASTM A653. Complete shop drawings of the permanent steel deck forms shall be required in accordance with Sec 1080. <br />
<br />
'''(B3.31)'''<br />
:Corrugations of stay-in-place forms shall be filled with an expanded polystyrene material. The polystyrene material shall be placed in the forms with an adhesive in accordance with the manufacturer's recommendations.<br />
<br />
'''(B3.32)'''<br />
:Form sheets shall not rest directly on the top of <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges. Sheets shall be securely fastened to form supports with a minimum bearing length of one inch on each end. Form supports shall be placed in direct contact with the flange. Welding on or drilling holes in the <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges will not be permitted. All steel fabrication and construction shall be in accordance with Sec 1080 and 712. Certified field welders will not be required for welding of the form supports.<br />
<div id="(B3.33) Use"></div><br />
<br />
'''(B3.33) Use “4 psf” for form spans up to 10 feet beyond which a greater dead loading for form spans may need to be considered and used. '''<br />
:The design of stay-in-place corrugated steel forms is per manufacturer which shall be in accordance with Sec 703 for false work and forms. Maximum actual weight of corrugated steel forms allowed shall be 4 psf assumed for <u>girder</u> <u>beam</u> loading.<br />
<div id="(B3.34) Use this temporary note"></div><br />
'''(B3.34) Use this temporary note until further notice when more is learned about what contractor’s methods are proposed and approved by the engineer.'''<br />
:The contractor shall provide a method of preventing the direct contact of the stay-in-place forms and connection components with uncoated weathering steel members that is approved by the engineer.<br />
<br />
'''Stay-In-Place Transparent Forms:'''<br />
<br />
'''(B3.36)''' <br />
:See special provisions for transparent form requirements.<br />
<br />
'''(B3.37)'''<br />
:Maximum actual weight of transparent forms allowed shall be 5 psf assumed for girder beam loading.<br />
<br />
'''Precast Prestressed Panels:'''<br />
<br />
'''(B3.40) Use for skewed structures.'''<br />
:The Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> are based on skewed precast prestressed end panels.<br />
<br />
'''(B3.41) Use for concrete structures.'''<br />
:Class B-2 Concrete quantity is based on minimum top flange thickness and minimum joint material thickness.<br />
<br />
'''(B3.42)'''<br />
:The prestressed panel quantities are not included in the table of Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u>.<br />
<br />
==== B3d. Asphalt Wearing Surfaces ====<br />
<br />
'''(B3.50) <font color="purple">[MS Cell]</font color="purple"> Place following table and note near the Estimated Quantities table on the design plans for optional asphaltic concrete wearing surface as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface and binder type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Asphaltic<br/>Concrete Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br/>with Asphalt Binder Type<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 76-22<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BLP Mix with PG 76-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|SP125CLP Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" colspan="3"|MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
|}<br />
<br />
{|<br />
|valign="top"|<math>\, *</math><br />
|'''Guidance for Detailing:''' The "SP" designates a superpave mixture; the "125" indicates the nominal mixture aggregate size is 12.5 mm, "B" or "C" indicates the design level, the "SM" indicates Stone Mastic Asphalt, and the "LP" indicates the mixture contains limestone/porphyry. See the Bridge Memorandum for the type of Superpave mixture required.<br />
|-<br />
|&nbsp;<br />
|See the Bridge Memorandum for the asphalt binder required.<br />
|}<br />
<br />
<br />
'''Place next three notes under the Estimated Quantities table if B3.50 is not required, otherwise place under B3.50.'''<br />
<br />
'''(B3.53) The first sentence is not required if B3.50 is not required.'''<br />
:<u>The contractor shall select one of the optional asphaltic concrete wearing surfaces listed in the table.</u> The mixture shall be in accordance with Sec 403 and produced in accordance with Sec 404.<br />
<br />
'''(B3.54)'''<br />
:The area of the asphaltic concrete wearing surface will be measured and computed to the nearest square yard. This area will be measured transversely from out to out of wearing surface and longitudinally from end of slab to end of slab.<br />
<br />
'''(B3.56)'''<br />
:Payment for Optional Asphaltic Concrete Wearing Surface will be considered completely covered by the contract unit price per square yard.<br />
<br />
'''(B3.60) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the Estimated Quantities table on the design plans for optional ultrathin bonded asphalt wearing surfaces as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Ultrathin Bonded Asphalt Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type A<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type B<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|Type C<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
<br />
:MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
:The contractor shall select one of the optional ultrathin bonded asphalt wearing surfaces listed in the table.<br />
<br />
== C. Reinforcing Steel Notes ==<br />
<br />
<br />
=== C1. Bill of Reinforcing Steel ===<br />
<br />
Place the following notes below or near the "'''Bill of Reinforcing Steel'''" when appropriate.<br />
<br />
'''(C1.1) Same marks used for unlike bars on different units.'''<br />
:Bars in the above units are to be billed and tagged separately.<br />
<br />
'''(C1.2) Incomplete bill (Or bill for different units placed on different sheets).'''<br />
:See Sheet No. <u> &nbsp; &nbsp; </u> &nbsp; for bill of reinforcing steel for <u> &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
<br />
'''Notes for Bill of Reinforcing Steel (BILL) Bridge Standard Drawings'''<br />
<br />
'''(C1.3)'''<br />
:All dimensions are out to out.<br />
<br />
'''(C1.4)'''<br />
:Shapes ending with an S shall be bent in accordance with stirrup pin bend shapes.<br />
<br />
'''(C1.5)'''<br />
:Unless otherwise noted, finished bending diameter D is the same for all bends of a shape.<br />
<br />
'''(C1.6)'''<br />
:Four angle or channel spacers are required for each column spiral. Spacers are to be placed on inside of spirals. Length and weight of column spirals do not include splices or spacers.<br />
<br />
'''(C1.7)'''<br />
:Nominal lengths are based on out to out dimensions shown in bending diagrams and are listed to the nearest inch for fabricators use. Actual lengths are measured along centerline bar to the nearest inch. Weights are based on actual lengths.<br />
<br />
'''(C1.8)'''<br />
:V = Sets of varied bars and number of bars in each length. Bar dimensions vary in equal increments between dimensions shown on this line and the following line and the actual length dimension shown on this line and the following line vary by the specified increment.<br />
<br />
'''(C1.9) Use ASTM A706 for new bridges in seismic categories B, C & D. Use ASTM A615 for all other structures and rehabs.'''<br />
:Reinforcing steel (ASTM <u>A615</u> <u>A706</u> Grade 60) fy = 60,000 psi<br />
<br />
'''(C1.20) Use with galvanized reinforcement. Place below Reinforcing Steel Totals table on bill of reinforcing steel sheet in plans.'''<br />
:Products used to repair damaged zinc coating shall not contain aluminum.<br />
<br />
=== C2. Prestressed Girders, Beams & Panels ===<br />
<br />
'''C2a. Notes for Girders, Beams and Panels'''<br />
<br />
Place the C2a notes below or near the table "'''Bill of Reinforcing Steel - Each <u>Girder</u> <u>Beam</u>'''" or under the heading "'''Reinforcing Steel'''" when appropriate. <br />
<br />
'''(C2a.1) Use underlined portion when bending diagrams are detailed as such.'''<br />
:All dimensions are out to out. <u>Use symmetry for dimensions not shown.</u> <br />
<br />
'''(C2a.2) '''<br />
:Hooks and bends shall be in accordance with the CRSI Manual of Standard Practice for Detailing Reinforced Concrete Structures, Stirrup and Tie Dimensions. <br />
<br />
'''C2b. Additional Notes for Prestressed Girders and Beams '''<br />
<br />
Place the C2b notes below the C2a notes. <br />
<br />
'''(C2b.1) Use for all girders and beams except double-tee girders. Underlined part only required for WWR reinforced NU-girders, box beams and voided slab beams. '''<br />
:Minimum clearance to reinforcing shall be 1" <u>unless otherwise shown</u>. <br />
<br />
'''(C2b.2) Use only for double-tee girders. Add <u>and U2 bar</u> for skewed structures only. '''<br />
:Minimum clearance to reinforcing shall be 1", except for 4 x 4 - W4 x W4 <u>and U2 bar</u>. <br />
<br />
'''(C2b.3)''' <br />
:Actual bar lengths are measured along centerline of bar to the nearest inch. <br />
<br />
'''(C2b.10) Add <u>bar</u> for NU-girders and Double T. '''<br />
:All <u>bar</u> reinforcement shall be ASTM A615 or A706 Grade 60. <br />
<br />
'''(C2b.20) Use only for I-girders, bulb-tee girders and alternate bar reinforced NU-girders. '''<br />
:The two D1 bars may be furnished as one bar at the fabricator's option. <br />
<br />
'''(C2b.30) Use for all girders except WWR reinforced NU-girders and double-tee girders. Add <u>and C1</u> for bulb-tee girders only. Most likely will need to add more bars if girder steps exist. '''<br />
<br />
:All B1 <u>and C1</u> bars shall be epoxy coated. <br />
<br />
'''(C2b.31) Use only for WWR reinforced NU-girders'''<br />
:WWR shall not be epoxy coated. <br />
<br />
'''(C2b.32) Use only for double-tee girders. '''<br />
:All S and U reinforcing bars shall be epoxy coated. <br />
<br />
'''(C2b.33) Use only for spread and adjacent beams.'''<br />
:All S2 bars shall be epoxy coated.<br />
<br />
'''C2c. Additional Notes for Prestressed Panels '''<br />
<br />
Place the C2c notes below the C2a notes. <br />
<br />
'''(C2c.1) '''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown. <br />
<br />
'''(C2c.2) '''<br />
:If U1 bars interfere with placement of slab steel, U1 loops may be bent over, as necessary, to clear slab steel. <br />
<br />
'''(C2c.3) '''<br />
:Deformed welded wire reinforcement (WWR) providing a minimum area of reinforcing perpendicular to strands of 0.22 sq in./ft, with spacing parallel to strands sufficient to ensure proper handling, may be used in lieu of the #3-P2 bars shown. Wire diameter shall not be larger than 0.375 inch. The above alternative reinforcement criteria may be used in lieu of the #3-P3 bars, when required, and placed over a width not less than 2 feet. <br />
<br />
'''(C2c.4) '''<br />
:The following reinforcing steel shall be tied securely to the strands with the following maximum spacing in each direction: <br />
:: #3-P2 bars at 16 inches. <br />
::WWR at 24 inches. <br />
<br />
'''(C2c.5) '''<br />
:The #3-U1 bars shall be tied securely to #3-P2 bars, to WWR or to strands (when placed between P1 bars) at about 3-foot centers. <br />
<br />
'''(C2c.6) '''<br />
:Minimum reinforcement steel length shall be 2'-0".<br />
<br />
== D. Temporary Bridge (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== D1. General ===<br />
<br />
Place the following notes on the front sheet.<br />
<br />
'''(D1.1) Place in General Notes on the front sheet under the heading “Timber:”. '''<br />
:All timber shall be standard rough sawn. At the contractor's option, timber may be untreated or protected with commercially applied timber preservatives. All timber shall have a minimum strength of 1500 psi and shall be either douglas fir in accordance with paragraph 123B (MC-19), 124B (MC-19) and 130BB of the current edition of Standard Grading Rules for West Coast Lumber, southern pine in accordance with paragraphs 312 (MC-19), 342 (MC-19) and 405.1 of the current edition of Southern Pine Inspection Bureau Grading Rules, or a satisfactory grade of sound native oak.<br />
<br />
'''(D1.2) Use for bolts and studs: '''<br />
<br />
:(D1.2a) All bolts shall be ASTM F3125 Grade A325 Type <u>3,</u> except as noted. <br />
<br />
:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
<br />
'''(D1.3) Place in General Notes on the front sheet under the heading “Miscellaneous:”. '''<br />
:The superstructure <u>only</u> <u>and cap beam units</u> will be provided by the State and shall be transported from <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;Maintenance Lot. The superstructure shall be returned and stored at the same location as designated by the engineer after Bridge No. <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;is open to traffic.<br />
<br />
'''(D1.4) Place in General Notes on the front sheet under the heading “Structural Steel:”. '''<br />
:All structural steel shall be ASTM A709 Grade 50W except piles, sway bracing, thrie beam rail assembly and structural tubing. Structural tubing coating shall be in accordance with Sec 718.<br />
<br />
'''(D1.5) Place in General Notes on the front sheet under the heading “Substructure:”. '''<br />
:All substructure items specified in Sec 718.3.1 except for the <u>pile point reinforcement and</u> sway bracing will be considered completely covered by the contract unit price for Structural Steel Piles (14 in.). <br />
<br />
'''(D1.11) Place with shim plate details on the bent sheet.'''<br />
:Shim plates may be used between pile and channel at the end bents or angle at the intermediate bents. Shim plates may vary in thickness from 1/16 inch to thickness required.<br />
<br />
'''(D1.21) Place near half section of bridge flooring on the superstructure sheet.'''<br />
:Steel bridge flooring shall be Foster 5-Inch RB 8.2M open steel bridge flooring or equivalent. Trim bars shall be required at the sides and ends of each 39'-10 1/2" unit. <br />
<br />
'''(D1.22) ''' <br />
:Note: Field connections shall be made with 7/8"ø ASTM F3125 Grade A325 Type 3 bolts and 1 1/16"ø holes, except as noted. <br />
<br />
'''(D1.23) Place near details of U-bolts lifting device on the superstructure sheet.'''<br />
:U-bolts lifting device shall be on the inside top flange at both ends of each exterior beam of each unit. U-bolts shall be removed during the time the bridge is open to traffic. Position of the U-bolts may be shifted slightly to miss the bars in the flooring.<br />
<br />
== E. General Elevation and Plan Notes ==<br />
<br />
<br />
=== E1. Excavation and Fill ===<br />
<br />
'''(E1.1) Use when specified on the Design Layout.''' <br />
:Existing roadway fill under the ends of the bridge shall be removed as shown. Removal of existing roadway fill will be considered completely covered by the contract unit price for roadway excavation.<br />
<br />
'''Use one of the following two notes where MSE walls support abutment fill.'''<br />
<br />
'''(E1.2a) <font color="purple">[MS Cell]</font color="purple"> Use when pipe pile spacers are shown on plan details and bridge is 200 feet long or shorter. Add “See special provisions” to the pipe pile spacer callout and add table near the callout.'''<br />
<br />
See special provisions.<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!style="background:#BEBEBE" width="200"| Pile Encasement !!style="background:#BEBEBE"|Option Used<br/>(√)<br />
|-<br />
|Pipe Pile Spacer ||<br />
|-<br />
|Pile Jacket ||<br />
|}<br />
</center><br />
<br />
MoDOT Construction personnel will indicate the pile encasement used.<br />
<br />
'''(E1.2b) Use note when pipe pile spacers are shown on plan details for HP12, HP14, CIP 14” and CIP 16” piles and bridge is longer than 200 feet. For larger CIP pile size modify following note and use minimum 6” larger pipe pile spacer diameter than CIP pile.'''<br />
<br />
The pipe pile spacers shall have an inside diameter equal to <u>24</u> inches.<br />
<br />
'''(E1.4) Use for fill at pile cap end bents. Use the first underlined portion when MSE walls are present. Use <u>approach</u> for semi-deep abutments.'''<br />
:Roadway fill<u>, exclusive of Select Granular Backfill for Structural Systems,</u> shall be completed to the final roadway section and up to the elevation of the bottom of the concrete <u>approach</u> beam within the limits of the structure and for not less than 25 feet in back of the fill face of the end bents before any piles are driven for any bents falling within the embankment section.<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''<br />
<br />
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.<br />
<br />
=== E3. Miscellaneous ===<br />
<br />
'''(E3.1) Horizontal curves (Bridges not of box culvert type)'''<br />
:<u>All bents are parallel.</u><br />
<br />
<div id="Boring Data"></div><br />
'''Boring Data'''<br />
<br />
'''(E3.2) <font color="purple">[MS Cell]</font color="purple"> (Place on Front Sheet of the plans when boring data is provided for bridges, retaining walls, MSE walls and any other structure.)'''<br />
:[[Image:751.50 E3.2 boring.jpg|12px]] Indicates location of borings.<br/>'''Notice and Disclaimer Regarding Boring Log Data'''<br/>The locations of all subsurface borings for this structure are shown on the plan sheet(s) for this structure. The boring data for all locations indicated, as well as any other boring logs or other factual records of subsurface data and investigations performed by the department for the design of the project, are shown on Sheet(s) No.___ and may be included in the Electronic Bridge Deliverables. They will also be available from the Project Contact upon written request. No greater significance or weight should be given to the boring data depicted on the plan sheets than is given to the subsurface data available from the district or elsewhere.<br/>&nbsp;<br/>The Commission does not represent or warrant that any such boring data accurately depicts the conditions to be encountered in constructing this project. A contractor assumes all risks it may encounter in basing its bid prices, time or schedule of performance on the boring data depicted here or those available from the district, or on any other documentation not expressly warranted, which the contractor may obtain from the Commission.<br />
<br />
'''(E3.4) (Place on the Boring Data Sheet)'''<br />
:For location of borings see Sheet(s) No. <u> &nbsp; </u>.<br />
<div id="Final clearance - Bridges over Railroads"></div><br />
'''Final clearance - Bridges over Railroads'''<br />
<br />
'''(E3.5) In the general elevation detail, the vertical clearance dimension callout shall be the following asterisked note placed near the detail. '''<br />
<br />
: <math>\, *</math> Final vertical clearance from top of rails to bottom of superstructure shall be <u> &nbsp; (1) &nbsp;</u> minimum. Track elevations should be verified in the field prior to construction to determine if the final vertical clearance shown will be obtained.<br />
::(1) Required clearance specified on the Bridge Memorandum.<br />
<br />
'''Seal Course (Use the following notes when Seal Course is specified on the Design Layout.)'''<br />
<br />
'''(E3.6)'''<br />
:Seal course is designed for a water elevation of <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E3.7)'''<br />
:If the seal course is omitted, by the approval of the engineer, bottom of footing shall be placed at the elevation shown on the plans.<br />
<br />
<div id="Bar placement in slabs"></div><br />
'''Bar placement in slabs''' (Notes E3.8 – E3.9)<br />
<br />
'''Guidance Notes for Detailing:''' Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting. <br />
<br />
'''(E3.8) Use note with detail drawing indicating which bars are to be shifted.'''<br />
:Contractor may shift or swap bars as needed to tie R4 bar in barrier (4” min. bar spacing).<br />
<br />
'''(E3.9) Use note with detail drawing to indicate top edge longitudinal slab bar only.'''<br />
:Contractor may shift bar as needed to tie R3 bar in barrier.<br />
<br />
== F. Blank ==<br />
<br />
<br />
== G. Substructure Notes ==<br />
<br />
<br />
=== G1. Concrete Bents ===<br />
<br />
'''Expansion Device at End Bents (G1.1 and G1.1.1)'''<br />
<br />
'''(G1.1)'''<br />
:Top of backwall for end Bent<u>s</u> No. <u> &nbsp; &nbsp; </u>&nbsp; shall be formed to the crown and grade of the roadway. Backwall above upper construction joint<u>s</u> shall not be poured until the superstructure slab has been poured in the adjacent span.<br />
<br />
'''(G1.1.1)'''<br />
:All concrete above the upper construction joint in backwall shall be Class B-2.<br />
<br />
<br />
'''Abutments with Flared Wings'''<br />
<br />
'''(G1.2)'''<br />
:Longitudinal dimensions shown for bar spacing in the developed elevations are measured along front face of abutments.<br />
<br />
<br />
'''Stub Bents (G1.3 and G1.4) '''<br />
<br />
'''(G1.3)'''<br />
:<u>Barrier</u>, <u>parapets</u> <u>and</u> <u>end post</u> shall not be poured until the slab has been poured in the adjacent span.<br />
<br />
<br />
'''(G1.4) Use when embedded in rock or on a footing.'''<br />
:Rock shall be excavated to provide at least 6" of earth under the <u>beam and wings.</u><br />
<br />
<br />
'''End Bents with Turned-Back Wings (G1.5 and G1.6)'''<br />
<br />
'''(G1.5) Use for Non-Integral End Bents only.'''<br />
:Field bending shall be required when necessary at the wings for #<u> &nbsp; </u>-H<u> &nbsp; </u>&nbsp;bars in the backwalls for skewed structures and for #<u> &nbsp; </u>-F<u> &nbsp; </u>&nbsp;bars in the wings for the slope of the wing.<br />
<br />
'''(G1.6) Add to sheet showing the typical section thru wing detail.'''<br />
:For reinforcement of the barrier, see Sheet No. <u> &nbsp; &nbsp; </u> (1).<br />
<br />
::(1) Use sheet number of the details of the barrier at end bents.<br />
<br />
<br />
'''Integral End Bents (G1.7 thru G1.10)'''<br />
<br />
'''(G1.7) Place with part plan of end bent, second F bar required for skewed bents. '''<br />
:The #6-F___ <u>and #6-F &nbsp; </u> bars shall be bent in the field to clear <u>beams</u> <u>girders</u>. <br />
<div id="(G1.7.1) Use for skewed bents."></div><br />
<br />
'''(G1.7.1) Use for skewed bents. Place with plan of beam showing reinforcement and part plan of end bent, V bars not required with part plan of end bent. '''<br />
:The U bars <u>and pairs of V bars</u> shall be placed parallel to centerline of roadway.<br />
<br />
'''(G1.8) Place with part plan of end bent.'''<br />
:All concrete in the end bent above top of beam and below top of slab shall be Class B-2.<br />
<br />
'''P/S Structures (G1.9 and G1.9.1). place with part plan of end bent.'''<br />
<br />
'''(G1.9) '''<br />
:Strands at end of the <u>girders</u> <u>beams</u> shall be field bent or, if necessary, cut in field to maintain 1 1/2-inch minimum clearance to fill face of end bent.<br />
<div id="(G1.9.1)"></div><br />
'''(G1.9.1) Use appropriate girder sheet number. '''<br />
:For location of coil tie rods and #5-H__(strand tie bar), see Sheet No.___.<br />
<br />
'''(G1.10) Use for steel structures without steel diaphragms at end bents.'''<br />
:Concrete diaphragms at the integral end bents shall be poured a minimum of 12 hours before the slab is poured.<br />
<br />
<br />
'''Semi-Deep Abutments (G1.11 thru G1.13) Place near the ground line and piling in abutment detail. This detail and notes can be placed with abutment details or near the foundation table.'''<br />
<br />
'''(G1.11)'''<br />
:Earth within abutment shall not be above the ground line shown . Forms supporting the abutment slab may be left in place. <br />
<br />
<br />
'''(G1.12)'''<br />
:The maximum variation of the head of the pile and the battered face of the pile from the position shown shall be no more than 2 inches.<br />
<br />
<br />
'''(G1.13)'''<br />
:Exposed <u>steel piles</u> <u>steel pile shells</u> within the abutment shall be coated with a heavy coating of an approved bituminous paint.<br />
<br />
<div id="All Substructure Sheets with Anchor Bolts"></div><br />
<br />
'''All Substructure Sheets with Anchor Bolts'''<br />
<br />
'''(G1.15A)'''<br />
:Reinforcing steel shall be shifted to clear anchor bolt wells by at least 1/2".<br />
<br />
'''(G1.15B) Use unless only anchor bolt wells are preferred, i.e. uplift, congested reinforcement, etc. '''<br />
<br />
:Holes for anchor bolts may be drilled into the substructure. <br />
<br />
<br />
'''Beam/Girder Chairs (G1.16 thru G1.19). Notes G1.16 and G1.17 shall be placed near chair details. '''<br />
<div id="(G1.16)"></div><br />
'''(G1.16)'''<br />
:Cost of furnishing, fabricating and installing chairs will be considered completely covered by the contract unit price for <u>(a)</u>.<br />
<center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|+ <br />
! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |(a) <br />
|-<br />
|align="left" width="230"|Structures without steel beam or girder pay item ||align="left" width="230"|Fabricated Structural Carbon Steel (Misc.)<br />
|-<br />
|align="left"|Structures with steel beam or girder pay item|| align="left"|Use beam or girder pay item<br />
|}<br />
||<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|-<br />
|width="250" align="left"|When there is no steel beam or girder pay item, the miscellaneous steel for the chair is a substructure pay item and should also be included in the bent substructure quantity box<br />
|}<br />
|}<br />
<br />
</center><br />
'''(G1.17) Use for P/S structures and for steel structures when the chair material is not the pay item material. '''<br />
:Steel for chairs shall be ASTM A709 Grade 36.<br />
<br />
'''(G1.18) Use for structures with steel beam or girder pay items. Place below the substructure quantity box of all bents with chairs using the same pay item for (a) as used in Note G1.16. '''<br />
<br />
:The weight of <u> &nbsp;</u> pounds of chairs is included in the weight of (a). <br />
<br />
'''(G1.19) Place with the other bent notes. Second sentence is required when the chair details are located with other bent details. '''<br />
<br />
Reinforcing steel shall be shifted to clear chairs. <u>For details of chairs, see Sheet No. &nbsp; </u>. <br />
<br />
'''Pile Cap Bents. '''<br />
<br />
'''(G1.20) Place with plan showing reinforcement.'''<br />
:Reinforcing steel shall be shifted to clear piles. U bars shall clear piles by at least 1 1/2 inches. <br />
<br />
'''Vertical Drains at End Bents.''' <br />
<br />
'''(G1.25) Place with part plan of end bent. '''<br />
:For details of vertical drain at end bent, see Sheet No.___. <br />
<br />
'''Bridge Approach Slab. '''<br />
<br />
'''(G1.30) Place with part plan of end bent.'''<br />
:For details of bridge approach slab, see Sheet No.___.<br />
<br />
<br />
'''Miscellaneous'''<br />
<br />
'''(G1.40) Use the following note at all fixed intermediate bents on prestressed girder bridges with steps of 2" or more. Place with plan of beam.'''<br />
:For steps 2 inches or more, use 2 1/4 x 1/2 inch joint filler up vertical face.<br />
<br />
'''(G1.41a) Use the following note when vertical column steel is hooked into the bent beam for seismic category A.''' <br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G1.41b) Use the following note when vertical column steel is hooked into the bent beam for seismic category B, C or D. '''<br />
:The hooks of vertical bars embedded in the beam cap shall not be turned outward, away from the column core.<br />
<br />
'''(G1.42) Place the following note on plans when using Optional Section for Column-Web beam joints.'''<br />
:At the contractor's option, the details shown in optional Section __-__ may be used for column-web beam or tie beam at intermediate Bent No. <u>&nbsp;&nbsp;</u>. No additional payment will be made for this substitution.<br />
<br />
'''(G1.43) Place the following note on plans when you have adjoining twin bridges.'''<br />
:Preformed compression joint seal shall be in accordance with Sec 717. Payment will be considered completely covered by the contract unit price for other items included in the contract.<br />
<br />
'''(G1.44) Use with column closed circular stirrup/tie bar detail.''' <br />
:Minimum lap ____ (Stagger adjacent bar splices)<br />
<br />
'''(G1.45) Use when mechanical bar splices (MBS) are to be specified on the plans for column and drilled shaft vertical reinforcement.'''<br />
: When contractor uses MBS for <u>column</u> <u>and</u> <u>drilled shaft</u> vertical reinforcement, contractor shall increase diameter of stirrup bars and seismic bars (spiral/hoop) as needed at the MBS locations. No additional payment will be made for this adjustment. Stirrup bars and seismic bars shall not be shifted to create large gaps to avoid MBS.<br />
<br />
=== G2. Deadman Anchors ===<br />
<br />
'''(<math>\, *</math>) Size of rod.'''<br />
<br />
'''(G2.1)'''<br />
:Construction sequence:<br />
<br />
'''(G2.2)'''<br />
:Construct end bent with anchor tees in place.<br />
<br />
'''(G2.3)'''<br />
:Construct deadman with anchor tees in place.<br />
<br />
'''(G2.4)'''<br />
:Machine compact fill up to elevation of <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.5)'''<br />
:Install <u>(*)</u>"&oslash; rod, clevis and turnbuckle assembly.<br />
<br />
'''(G2.6)'''<br />
:Tighten turnbuckle until snug.<br />
<br />
'''(G2.7)'''<br />
:Hand compact fill for 12" (min.) over <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.8)'''<br />
:Machine compact remaining fill.<br />
<br />
'''(G2.9)'''<br />
:All anchor tees, rods, clevises, turnbuckles, etc. shall be fabricated from ASTM A709 Grade 36, ASTM A668 Class F or equivalent steel and galvanized in accordance with Sec 1081. Shop drawings will not be required. All concrete shall be Class B. All reinforcing steel shall be Grade 60.<br />
<br />
'''(G2.10)'''<br />
:All metal members of the anchorage system not embedded in concrete shall be cleaned and receive a heavy coating of an approved bituminous paint.<br />
<br />
'''(G2.11)'''<br />
:Fine aggregate shall be in accordance with Sec 1005 and shall be placed below and above the rod and turnbuckles.<br />
<br />
'''(G2.12)'''<br />
:Payment for all materials, excavation, backfill and any other incidental work necessary to complete the Deadman Anchorage Assembly will be considered completely covered by the contract unit price per each.<br />
<br />
'''(G2.13)'''<br />
:Note: Reinforcing steel lengths are based on nominal lengths, out to out.<br />
<br />
=== G3. Vertical Drain at End Bent (Notes for Bridge Standard Drawings)===<br />
<br />
'''(G3.0) '''<br />
:All drain pipe shall be sloped 1 to 2 percent.<br />
<br />
'''(G3.1)'''<br />
:Drain pipe may be either 6-inch diameter corrugated metallic-coated steel pipe underdrain, 4-inch diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4-inch diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
'''(G3.2)'''<br />
:Drain pipe shall be placed at fill face of end bent and inside face of wings. The pipe shall slope to lowest grade of ground line, also missing the lower beam of end bent by a minimum of 1 1/2 inches. <br />
<br />
'''(G3.3)'''<br />
:Perforated pipe shall be placed at fill face side and inside face of wings at the bottom of end bent and plain pipe shall be used where the vertical drain ends to the exit at ground line.<br />
<br />
=== G4. Substructure Quantity Table ===<br />
<br />
'''(G4.1) <font color="purple">[MS Cell]</font color="purple">''' Place substructure quantity table on right side of substructure bent sheet.<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Quantity<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
!colspan="3"|Items shown are for example only, use actual items and quantities for each bent.<br />
|}<br />
<br />
'''(G4.2)'''<br />
:These quantities are included in the estimated quantities table on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
'''Drilled Shafts'''<br />
<br />
'''(G4.3) '''<br />
:All reinforcement in drilled shafts and rock sockets is included in the substructure quantities.<br />
<br />
<br />
=== G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)===<br />
<br />
<br />
====G5a Closed Ended Cast-in Place (CECIP) Concrete Pile====<br />
<br />
'''(G5a1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5a2)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5a3)'''<br />
:Steel for closure plate shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a4)'''<br />
:Steel for cruciform pile point reinforcement shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a5)'''<br />
:Steel casting for conical pile point reinforcement shall be ASTM A148 Grade 90-60.<br />
<br />
'''(G5a6)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness. <br />
<br />
'''(G5a7)'''<br />
:Closure plate shall not project beyond the outside diameter of the pipe pile. Satisfactory weldments may be made by beveling tip end of pipe or by use of inside backing rings. In either case, proper gaps shall be used to obtain weld penetration full thickness of pipe. Payment for furnishing and installing closure plate will be considered completely covered by the contract unit price for Galvanized Cast-In-Place Concrete Piles.<br />
<br />
'''(G5a8)'''<br />
:Splices of pipe for cast-in-place concrete pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length.<br />
<br />
'''(G5a9a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5a9b) Use the following note for seismic category B, C or D '''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5a10)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5a11)''' <br />
:Closure plate need not be galvanized. <br />
<br />
'''(G5a12) '''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel. <br />
<br />
'''(G5a13) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents.'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5a14) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5a15)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
====G5b Open Ended Cast-in Place (OECIP) Concrete Pile====<br />
<br />
'''(G5b1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5b2)'''<br />
:Open ended pile shall be augered out to the minimum pile cleanout penetration elevation and filled with Class B-1 concrete.<br />
<br />
'''(G5b3)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5b4)'''<br />
:Steel casting for open ended cutting shoe pile point reinforcement shall be <u>ASTM A148 Grade 90-60</u>.<br />
<br />
'''(G5b5)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness.<br />
<br />
'''(G5b6)'''<br />
:Splices of pipe for cast-in-place pipe pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length. <br />
<br />
'''(G5b7a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5b7b) Use the following note for seismic category B, C or D'''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5b8)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5b9)'''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel.<br />
<br />
'''(G5b10) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5b11) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5b12)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
===G6. As-Built Pile and Drilled Shaft Data=== <br />
<br />
'''(G6.1) Include A, B and C with all pile types. Include D and E along with bracketed guidance when piles are being dynamic tested.''' <br />
<br />
:Indicate in remarks column:<br />
<br />
:A. Pile type and grade<br />
<br />
:B. Batter<br />
<br />
:C. Driven to practical refusal<br />
<br />
:D. PDA test pile<br />
<br />
:E. Minimum tip elevation controlled<br />
<br />
:(Use when actual blow count is less than PDA blow count due to minimum tip elevation requirement. A plus sign (+) shall be placed after the PDA nominal axial compressive resistance value indicating actual value is higher than PDA value.)<br />
<br />
'''(G6.2) Use this note when only drilled shafts are shown on the sheet. '''<br />
<br />
:Indicate remarks in the remarks column.<br />
<br />
'''(G6.3) '''<br />
<br />
:This sheet to be completed by MoDOT construction personnel.<br />
<br />
===G7. Steel HP Pile===<br />
<br />
'''(G7.1) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Splice Detail - Galvanized.'''<br />
:Galvanizing material shall be omitted or removed one inch clear of weld locations in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702].<br />
<br />
'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
<div id="(G7.4) (Use the following note"></div><br />
'''(G7.3) Use on all plans where HP piles are anticipated to be driven to refusal on rock at any depth.'''<br />
<br />
:HP piles are anticipated to be driven to refusal on rock. Review all borings for depth of rock and restrict driving as appropriate to comply with hard rock driving criteria in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702]. When pile refusal on rock occurs, as approved by the engineer, the minimum nominal axial compressive resistance is verified and no additional pile driving verification method is required.<br />
<br />
===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with Sec 701.<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
<br />
== H. Superstructure Notes ==<br />
<br />
<br />
=== H1. Steel ===<br />
<br />
'''Plate Girders - (Shop welding)'''<br />
<br />
'''(H1.1) To be used only with the permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop flange splice by extending the heavier flange plate and providing approved modifications of details at field flange splices and elsewhere as required. All cost of any required design, plan revisions or re-checking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on Design Plans.<br />
<br />
<br />
'''Welded Shop Splices'''<br />
<br />
'''(H1.1.1) Place near Welded Shop Splice Details.'''<br />
:Welded shop web and flange splices may be permitted when detailed on the shop drawings and approved by the engineer. No additional payment will be made for optional welded shop web and flange splices.<br />
<div id="(H1.2)"></div><br />
'''(H1.2) Use for the welded connection of intermediate web stiffener to compression flange. Use for the welded connection of intermediate diaphragm connection plate to compression flange when bolted connection detail is used for tension flange.'''<br />
:(3) Weld to compression flange as located on Elevation of Girder. <br />
<br />
<div id="(H1.3) Add to note (H1.2)"></div><br />
<br />
'''(H1.3) Add to note (H1.2), only when girders are built up with A514 or A517 steel flanges. Caution: Using this note means that these structural steels are already on the system. Any new construction using these structural steels requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.'''<br />
<br />
:Intermediate web stiffeners shall not be welded to plates of A514 or A517 steel.<br />
<br />
<br />
'''Plate Girders with Camber'''<br />
<br />
'''(H1.4) Place near the elevation of girder.'''<br />
:Plate girders shall be fabricated to be in accordance with the camber diagram shown on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Detail Camber Diagram with note (H1.5), Dead Load Deflection Diagram with notes (H1.6) and (H1.6.1), and Theoretical Slab Haunch with note (H1.7).'''<br />
<br />
'''(H1.5)'''<br />
:Camber includes allowance for <u>vertical curve,</u> <u>superelevation transition,</u> <u>and for</u> dead load deflection due to concrete slab, barrier, <u>asphalt,</u> <u>concrete wearing surface</u> and structural steel.<br />
<br />
'''(H1.6)'''<br />
:<u>&nbsp;&nbsp;</u>% of dead load deflection is due to the weight of structural steel.<br />
<br />
'''(H1.6.1)'''<br />
:Dead load deflection includes weight of structural steel, concrete slab, and barrier.<br />
<br />
<br />
'''(H1.7)'''<br />
:'''*''' Dimension (bottom of slab to top of web) may vary if the girder camber after erection differs from plan camber by more or less than the % of Dead Load Deflection due to weight of structural steel. No payment will be made for any adjustment in forming or additional concrete required for variation in haunching.<br />
<br />
'''Note:''' Increase the haunch by 1/2"&plusmn; more than what is required to make one size shear connector work for both the CIP and the SIP options.<br />
<br />
<br />
'''Bolted Field Splices for Plate Girders and Wide Flange Beams use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel.'''<br />
<br />
'''Place the following notes near detail of bolted field splice:'''<br />
<div id="(H1.8) Include underline"></div><br />
'''(H1.8) Include underline portion for Class C or D faying surfaces. Class B is standard and included in Spec Book 1081.10.3.10.1.'''<br />
<br />
:Contact surfaces shall be in accordance with Sec 1081 for surface preparation. <u>The surface condition factor shall be for Class</u> <u>C</u> <u>D</u> <u>with coefficient of</u> <u>0.30.</u> <u>0.45.</u><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' MoDOT typically uses Class B.<br />
|-<br />
|width="150" valign="top"|Class A Surface: ||Unpainted clean mill scale, and blast-cleaned surfaces with Class A coatings. Surface condition factor = 0.30 (Not used by MoDOT)<br />
|-<br />
|valign="top"|Class B Surface: ||Unpainted blast-cleaned surfaces to SSPC-SP 6 or better, and blast-cleaned surfaces with Class B coatings (inorganic zinc primer), or unsealed pure zinc or 85/15 zinc/aluminum thermal-sprayed coatings with a thickness less than or equal to 16 mils. Surface condition factor = 0.50<br />
|-<br />
|valign="top"|Class C Surface: ||Hot-dip galvanized surfaces. Surface condition factor = 0.30<br />
|-<br />
|valign="top"|Class D Surface:||Blast-cleaned surfaces with Class D coatings (organic zinc-rich primer). Surface condition factor = 0.45<br />
|}<br />
<br />
'''(H1.8.1) ASTM F3148 Grade 144 bolts may be specified by design or directly substituted for a design with A325 bolts. Consult SPM or SLE before using F3148 bolts.'''<br />
:Bolts shall be 7/8-inch diameter ASTM <u>F3125 Grade A325</u> <u>F3148 Grade 144</u> <u>Type 1</u> <u>Type 3</u> in 15/16-inch diameter holes.<br />
<br />
<br />
'''Structures without Longitudinal Section'''<br />
<br />
'''(H1.9) Place just above slab at part section near end diaphragm and draw an arrow to the top of diaphragm.'''<br />
:Haunch slab to bear.<br />
<br />
<br />
'''Top of End Bent Backwall (Without expansion device)'''<br />
<br />
'''(H1.10)'''<br />
:Two layers of 30-lb roofing felt.<br />
<br />
<br />
'''Section thru Spans'''<br />
<br />
'''(H1.11) Place on the slab sheet when applicable.'''<br />
:For details of <u>barrier</u> <u>parapet</u> <u>median bridge rail</u> not shown, see Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Web Stiffeners'''<br />
<br />
'''(H1.12)'''<br />
:Whenever longitudinal stiffeners interfere with bolting the <u>diaphragms</u> <u>cross frames</u> in place, clip stiffeners.<br />
<br />
'''(H1.13)'''<br />
:Longitudinal web stiffeners shall be placed on the outside of exterior girders and on the side opposite of the transverse web stiffener plates for interior girders.<br />
<br />
'''(H1.14)'''<br />
:Transverse web stiffeners shall be located as shown in the plan of structural steel.<br />
<br />
'''(H1.15)'''<br />
:Intermediate web stiffener plate and diaphragm spacing may vary from plan dimensions by a maximum of 3" for diaphragm to connect to the intermediate web stiffener plate.<br />
<br />
<br />
'''Wide Flange Beams - (Shop Welding)'''<br />
<br />
'''(H1.16) To be used only with permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop splice by extending the heavier beam and providing an approved modification of details at the field splices. All costs of any required redesign, plan revisions or rechecking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on the design plans.<br />
<br />
<br />
'''Shear Connectors'''<br />
<br />
'''(H1.17) Use only when "Fabricated Structural …Steel… " is included as a pay item.'''<br />
:Weight of <u>&nbsp;&nbsp;&nbsp;</u> pounds of shear connectors is included in the weight of Fabricated Structural <u>&nbsp;&nbsp;&nbsp;</u> Steel.<br />
<br />
'''(H1.18)'''<br />
:Shear connectors shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 712, 1037 and 1080].<br />
<br />
<br />
'''Notch Toughness for Wide Flange Beams (Do not use the following notes if member is labeled as fracture critical.)<br />
:(Place an ∗ with all the beam sizes indicated on the "Plan of Structural Steel".)<br />
:(Place the following note near the "Plan of Structural Steel".)'''<br />
<br />
'''(H1.19)'''<br />
:∗ Notch toughness is required for all wide flange beams.<br />
<br />
<br />
'''(Place an ∗ with the flange plate, pin plate or hanger bar size indicated on the "Detail of Flange Plates, Pin Plate Connection or Hanger Connection".)''' <br />
<br />
'''(H1.20)'''<br />
:∗ Notch toughness is required for all <u>welded flange plates</u> <u>pin plates</u> <u>hanger bars</u>.<br />
<br />
<br />
'''Notch Toughness for Plate Girders (Do not use the following notes if member is labeled as fracture critical.)<br />
:'''(Place the following note on the sheet with the Elevation of Girder.)'''<br />
:'''(See [[751.5 Structural Detailing Guidelines#751.5.9.3.2 Notch Toughness|Plate Girder Example]] for typical examples for the location of ∗ ∗ ∗ on details for plate girders.)'''<br />
<br />
'''(H1.21)'''<br />
:∗ ∗ ∗ Indicates flange plates subject to notch toughness requirements.<br />
:All web plates shall be subject to notch toughness requirements.<br />
<br />
'''(H1.21.1)'''<br />
:The flange and web splice plates shall be subject to notch toughness requirements, when notch toughness is required for flanges on both sides of splice.<br />
<br />
<br />
'''(Place ∗ ∗ ∗ near the size of flange splice plates, pin plates or hanger bars and the following note near the detail of flange splice, pin plate connection or hanger connection.) '''<br />
<br />
'''(H1.22)'''<br />
:∗ ∗ ∗ Indicates <u>flange splice plates</u> <u>pin plates</u> <u>hanger bars</u> subject to notch toughness requirements.<br />
<br />
<div id="(H1.23)"></div><br />
'''(H1.23) Structural Steel for Wide Flange Beams and Plate Girder Structures'''<br />
<br />
'''(H1.23a)'''<br />
:Fabricated structural steel shall be ASTM A709 Grade <u>36</u> <u>50</u>, except as noted.<br />
<br />
'''(H1.23b) Use the following note on all structures that contain non-redundant Fracture Critical Members (FCM).'''<br />
Label FCM members in the details, and place the following note nearby. Notes H1.19 through H1.22 are not required when the member is labeled as fracture critical.<br />
<br />
:FCM indicates Fracture Critical Member, see [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''Tangent Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel and Elevation of Beams or Girders'''<br />
<br />
'''(H1.24)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Oversized Holes for Intermediate Diaphragms'''<br />
<br />
'''Place the following note near the intermediate diaphragm detail on all tangent wide flange and plate girder structures.'''<br />
<br />
'''(H1.26)'''<br />
:At the contractor's option, holes in the diaphragm plate of non slab bearing diaphragms may be made 3/16" larger than the nominal diameter of the bolt. A hardened washer shall be used under the bolt head and nut when this option is used. Holes in the girder diaphragm connection plate or transverse web stiffener shall be standard size.<br />
<br />
<br />
'''Slab drain attachment holes'''<br />
<br />
'''Place the following note near the Elevation of Girder detail for plate girders or near the plan view for Wide Flange Beams when Slab Drains are used.'''<br />
<br />
'''(H1.27)'''<br />
:For location of slab drain attachment holes, see slab drain details sheet.<br />
<br />
<br />
'''Tangent Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''Dimensions given in plan should be identical to horizontal dimensions detailed in Part-Longitudinal Sections or blocking diagram.'''<br />
<br />
'''(H1.28)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.29)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.31)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Elevation of Beams or Girders'''<br />
<br />
'''(H1.32)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)''' <br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.36)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.37)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Structures on Vertical Curve'''<br />
<br />
'''(H1.39)'''<br />
:Elevations shown are at top of web before dead load deflection.<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange'''<br />
<br />
'''(H1.40) Use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Bolts shall be 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> that connect the 6 x 6 x 3/8 angle to the top flange and placed so the nut is on the inside of flange toward the web. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied. <br />
|}<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange for Structures on Vertical Curve'''<br />
<br />
'''(H1.40.1)'''<br />
:The 6 x 6 x 3/8 angle legs shall be adjusted to the variable angle between bearing stiffener and top flange created by girder tilt due to grade requirements.<br />
<br />
<br />
'''(H1.42) Place the following note near the Plan of Structural Steel for all new bridges with staged construction or bridge widening projects. '''<br />
:Bolts for intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be installed snug tight, then tightened after both adjacent slab pours are completed.<br />
<br />
'''(H1.43) Place the following note on the staging sheet for all bridge redecking projects with staged construction.'''<br />
:Existing <u>bolts</u> <u>rivets</u> on intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be removed and replaced with new in kind high strength bolts installed snug tight and in accordance with Sec 712. The high strength bolts shall be tightened after both adjacent slab pours are completed. Cost will be considered incidental to other pay items.<br />
<br />
'''(H1.45) Place near Detail B and Optional Detail B with cross frame diaphragms. '''<br />
:'''*''' At the contractor's option, rectangular fill plates may be used in lieu of diamond fill plates as shown in Optional Detail B.<br />
<br />
'''Haunching (Use for wide flange deck replacements.) '''<br />
<br />
'''(H1.51)'''<br />
:Slab is to be considered at a uniform thickness as shown on the plans. Haunching will vary. See front sheet for slab thickness.<br />
<br />
'''(H1.53) Drip angles''' (Notes for Bridge Standard Drawings)<br />
:'''(H1.53a)''' Drip angles shall be caulked with dark brown caulking against flange, web and fillet welds.<br />
:'''(H1.53b)''' Drip angles shall be same grade as bottom flange.<br />
:'''(H1.53c)''' Use 1/2-inch diameter ASTM F3125 Grade A325 Type 3 for bolted connection.<br />
<br />
=== H2. Concrete ===<br />
<br />
<br />
==== H2a. Continuous Slab ====<br />
<br />
'''(H2a.1) Use for voided slabs'''<br />
:Tubes for producing voids shall have an outside diameter of [[Image:751.50 circled 1.gif]] and shall be anchored at not more than [[Image:751.50 circled 2.gif]] centers. Fiber tubes shall have a wall thickness of not less than [[Image:751.50 circled 3.gif]].<br />
<br />
<br />
(*) See the following table for [[Image:751.50 circled 1.gif]], [[Image:751.50 circled 2.gif]], & [[Image:751.50 circled 3.gif]].<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|+(Do not show this table on plans)<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Voids<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 1.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 2.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|[[Image:751.50 circled 3.gif]]<br />
|-<br />
|width="75pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|7"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|7.0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|8.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|9"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|9.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|10"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|10.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|11"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|11.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|12"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|12.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|14"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|14.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.250"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|15 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|15.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|16 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|16.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|18 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-6"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|20 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|20.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|21 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|22 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|22.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"|24 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|24.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|}<br />
<br />
==== H2b. Prestressed Panels (Notes for Bridge Standard Drawings)====<br />
<br />
'''H2b1. Notes for both Concrete and Steel Spans '''<br />
<br />
'''(H2b1.1)'''<br />
:Concrete for prestressed panels shall be Class A-1 with f'<sub>c</sub> = 6,000 psi, f'<sub>ci</sub> = 4,000 psi.<br />
<br />
'''(H2b1.2)'''<br />
:The top surface of all panels shall receive a scored finish with a depth of scoring of 1/8" perpendicular to the prestressing strands in the panels.<br />
<br />
'''(H2b1.3)'''<br />
:Prestressing tendons shall be high-tensile strength uncoated seven-wire, low-relaxation strands for prestressed concrete in accordance with AASHTO M 203 Grade 270, with nominal diameter of strand = 3/8" and nominal area = 0.085 sq. in. and minimum ultimate strength = 22.95 kips (270 ksi). Larger strands may be used with the same spacing and initial tension.<br />
<br />
'''(H2b1.4)'''<br />
:Initial prestressing force = 17.2 kips/strand.<br />
<br />
'''(H2b1.5)'''<br />
:The method and sequence of releasing the strands shall be shown on the shop drawings.<br />
<br />
'''(H2b1.6)'''<br />
:Suitable anchorage devices for lifting panels may be cast in panels, provided the devices are shown on the shop drawings and approved by the engineer. Panel lengths shall be determined by the contractor and shown on the shop drawings.<br />
<br />
'''(H2b1.7)'''<br />
:When squared end panels are used at skewed bents, the skewed portion shall be cast full depth. No separate payment will be made for additional concrete and reinforcing required.<br />
<br />
'''(H2b1.8) References the P3 bars shown in the Plans of Panels. '''<br />
:Use #3-P3 bars if panel is skewed 45&deg; or greater.<br />
<br />
'''(H2b1.9)'''<br />
:All reinforcement other than prestressing strands shall be epoxy coated.<br />
<br />
'''(H2b1.10) References the panel extension into the diaphragms shown in the Plan of Panels Placement. '''<br />
:End panels shall be dimensioned 1/2" min. to 1 1/2" max. from the inside face of diaphragm.<br />
<br />
'''(H2b1.11) References the S-bars shown in the Plan of Panels Placement. '''<br />
:S-bars shown are bottom steel in slab between panels and used with squared and truncated end panels only.<br />
<br />
'''(H2b1.12)'''<br />
:Cost of S-bars will be considered completely covered by the contract unit price for the slab.<br />
<br />
'''(H2b1.13)'''<br />
:S-bars are not listed in the bill of reinforcing.<br />
<br />
'''(H2b1.14) Place as fifth note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be glued to the <u>girder</u> <u>beam</u>. When thickness exceeds 1 1/2 inches, the joint filler shall be glued top and bottom. The glue used shall be the type recommended by the joint filler manufacturer.<br />
<br />
'''(H2b1.15)'''<br />
:Precast panels may be in contact with stirrup reinforcing in diaphragms.<br />
<br />
'''(H2b1.16) References the transverse S-bars extension into integral end bents shown in the Plan of Panels Placement. '''<br />
:Extend S-Bars 18 inches beyond the front face of end bents and int. bents for squared and truncated end panels only.<br />
<br />
'''(H2b1.17) References the 3/8-inch diameter strands shown in the Plans of Panels. '''<br />
:Any strand 2'-0" or shorter shall have a #4 reinforcing bar on each side of it, centered between strands. Strands 2'-0" or shorter may then be debonded at the fabricator's option.<br />
<br />
'''(H2b1.18)'''<br />
:Support from diaphragm forms is required under the optional skewed end until cast-in-place concrete has reached 3,000 psi compressive strength.<br />
<br />
'''(H2b1.19) Place under the Bending Diagram for U1 Bar. '''<br />
:U1 Bars may be oriented at right angles to location and spacing shown. U1 Bars shall be placed between P1 Bars. <br />
<br />
'''(H2b1.20) Place as last note under Joint Filler heading in the General Notes. '''<br />
:Edges of panels shall be uniformly seated on the joint filler before slab reinforcement is placed.<br />
<br />
'''(H2b1.21)'''<br />
:Prestressed panels shall be brought to saturated surface-dry (SSD) condition just prior to the deck pour. There shall be no free standing water on the panels or in the area to be cast.<br />
<br />
'''(H2b1.22)''' <br />
:The prestressed panel quantities are not included in the table of estimated quantities for the slab.<br />
<br />
'''(H2b1.23) References the transverse S-bars extension beyond the edge of girder or beam shown in the Plan of Panels Placement.''' <br />
:Extend S-bars 9 inches beyond edge of <u>girder</u> <u>beam (Typ.)</u>.<br />
<br />
'''(H2b1.24) References the panel overhang shown in Section A-A. '''<br />
:Contractor shall ensure proper consolidation under and between panels.<br />
<br />
'''(H2b1.25) Place as first note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be preformed fiber expansion joint material in accordance with Sec 1057 or expanded or extruded polystyrene bedding material in accordance with Sec 1073.<br />
<br />
'''(H2b1.26) References the #3-P1 bars in the squared and truncated end panels only shown in the Plans of Squared Panel and Optional Truncated End Panel.'''<br />
:For end panels only, P1 bars shall be 2’-0” in length and embedded 12”. P1 bars will not be required for panels at squared integral end bents. <br />
<br />
'''(H2b1.27) References the four #3-P2 bars required below the strands shown in the plans of panels and the section thru the panel. '''<br />
: #3-P2 bars near edge of panel at bottom (under strands).<br />
<br />
'''(H2b1.28) References the bottom transverse slab bars shown in the section near the expansion gap. Not required if there is not an expansion gap on the bridge. '''<br />
:S-bars shown are used with skewed end panels, or squared end panels of squared structures only. The #5 S-bars shall extend the width of slab (2'-6" lap if necessary) or to within 3 inches of expansion device assemblies.<br />
<br />
'''(H2b1.29) References #3-P1 bars required at expansion gaps shown in the Plan of Optional Skewed End Panel. Not required if there is not an expansion gap on the bridge. '''<br />
:P1 bars not required for integral bents.<br />
<br />
'''(H2b1.30) References the min. steel reinforcement for openings in slab created by truncated end panels.'''<br />
:For truncated end panels, use a min. of #5-S bars at 6” crossings in openings, or min. 4x4-W7xW7.<br />
<br />
<br />
'''H2b2. Additional Notes for Panels on Concrete Spans'''<br />
<br />
'''(H2b2.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material may be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances.<br />
<br />
'''(H2b2.6) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of preformed fiber expansion joint material shall be used under any one edge of any panel except at locations where top flange thickness may be stepped. The maximum change in thickness between adjacent panels shall be 1/2 inch. The polystyrene bedding material may be cut with a transition to match haunch height above top of flange.<br />
<br />
'''(H2b2.7) References the top flange thickness shown in Section A-A. '''<br />
:At the contractor's option, the variation in slab thickness over prestressed panels may be eliminated or reduced by increasing and varying the <u>girder</u> <u>beam</u> top flange thickness. Dimensions shall be shown on the shop drawings.<br />
<br />
'''(H2b2.8) References the slab thickness above the panel shown in Section A-A. '''<br />
:Slab thickness over prestressed panels varies due to <u>girder</u> <u>beam</u> camber. In order to maintain minimum slab thickness, it may be necessary to raise the grade uniformly throughout the structure. No payment will be made for additional labor or materials required for necessary grade adjustment.<br />
<br />
'''(H2b2.10) Place as second note under Joint Filler heading in the General Notes. '''<br />
:Use Slab Haunching Diagram on Sheet No. __ for determining thickness of joint filler within the limits noted in the table of Joint Filler Dimensions. <br />
<br />
<br />
'''H2b3. Additional Notes for Panels on Steel Spans'''<br />
<br />
'''(H2b3.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material shall be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances. <br />
<br />
'''(H2b3.2) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of material shall be used under any one edge of any panel except at splices, and the maximum change in thickness between adjacent panels shall be 1/4 inch to correct for variations from <u>Girder</u> <u>Beam</u> Camber Diagram. The polystyrene bedding material may be cut to match haunch height above top of flange.<br />
<br />
'''(H2b3.3) References the slab thickness above the panel shown in Section A-A. '''<br />
:Adjustment in the slab thickness, joint filler, or grade will be necessary if the <u>girder</u> <u>beam</u> camber after erection differs from plan camber by more than the % of dead load deflection due to the weight of structural steel. No payment will be made for additional labor or materials for the adjustment.<br />
<br />
'''(H2b3.5) Place as second note under Joint Filler heading in the General Notes. '''<br />
:The thickness of the joint filler shall be adjusted to achieve the slab haunching dimension found on Sheet No. __. These adjustments shall be within the limits noted in the table of Joint Filler Dimensions.<br />
<br />
==== H2c. Prestressed Girders and Beams====<br />
<br />
'''H2c1. Notes for all Girders and Beams. Place in general notes unless otherwise specified. ''' <br />
<br />
'''(H2c1.1)'''<br />
:Concrete for prestressed <u>girders</u> <u>beams</u> shall be Class A-1 with f'<sub>c</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi and f'<sub>ci</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi.<br />
<div id="(H2c1.3)"></div><br />
'''(H2c1.3)'''<br />
:Use ___ strands, <u>1/2</u> <u>0.6</u>"ø Grade 270, with an initial prestress force of <u>&nbsp;&nbsp;&nbsp;</u> kips.<br />
<br />
'''(H2c1.4) '''<br />
:Pretensioned members shall be in accordance with Sec 1029.<br />
<br />
'''(H2c1.5) '''<br />
:Fabricator shall be responsible for location and design of lifting devices. <br />
<div id="(H2c1.7)"></div><br />
'''(H2c1.7) All girders and beams except double-tee girders. Top flange blockout for multiple span NU girders only. Application of bond breaker for prestressed panel decks on NU girders and spread beams only.'''<br />
:Exterior and interior <u>girders</u> <u>beams</u> are the same except: coil ties, <u>top flange blockout,</u> <u>application of bond breaker,</u> <u>coil inserts for slab drains,</u> <u>holes for steel intermediate diaphragms</u>.<br />
<br />
'''(H2c1.9) Use when the camber diagram is placed on another sheet. '''<br />
:For <u>Girder</u> <u>Beam</u> Camber Diagram, see Sheet No. __. <br />
<br />
<div id="(H2c1.10)"></div><br />
'''(H2c1.10) Use when steel intermediate diaphragms are present.'''<br />
:The 1 1/2"ø holes shall be cast in the web for steel intermediate diaphragms. Drilling is not allowed. For location of holes and details of steel intermediate diaphragms, see Sheet No. __.<br />
<br />
'''(H2c1.15) Use when slab drains are present. Use <u>drain blockouts</u> for double-tee girders, otherwise use <u>coil inserts at slab drains</u>. '''<br />
:For location of <u>coil inserts at slab drains</u> <u>drain blockouts</u>, see Sheet No. __. <br />
<br />
'''(H2c1.25) Place near vent hole details for stream crossings only for girder structures. Use <u>(one end only)</u> for flat grades otherwise use <u>upgrade</u>. '''<br />
:Place vent holes at or near <u>upgrade</u> 1/3 point of girders <u>(one end only)</u> and clear reinforcing steel and strands by 1 1/2" minimum <u>and steel intermediate diaphragms bolt connection by 6" minimum</u>. <br />
<br />
<div id="(H2c1.38)"></div><br />
'''(H2c1.38) '''<br />
:For location of coil ties at <u>concrete diaphragms</u> <u>and integral bents</u>, see Sheet<u>s</u> No. __<u>and</u> __. <br />
<br />
'''(H2c1.44) Place near strand arrangement detail when strands are debonded (primarily with beams).'''<br />
:All strands are fully bonded unless otherwise noted.<br />
<br />
'''(H2c1.46) Place near strands at girder or beam ends detail with non-integral bents. Adjust the details accordingly. '''<br />
:Prestressing strands at End Bents No. __ and __ <u>and Intermediate</u> <u>Bents</u> No. __ and __ shall be trimmed to within 1/8 inch of concrete if exposed, or 1 inch of concrete if encased. Exposed ends of girders shall be given 2 coats of an asphalt paint. Ends of girders which will be encased in concrete diaphragms shall not be painted. <br />
<br />
<br />
'''H2c2. Additional NU-Girder Notes. Place with H2c1 general notes.''' <br />
<br />
<div id="(H2c2.2)"></div><br />
'''(H2c2.2) Use for NU 35 and NU 43 only '''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the girders during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not drill holes in the girders. <br />
<br />
'''(H2c2.3) '''<br />
:Alternate bar reinforcing steel details are provided and may be used. The same type of reinforcing steel shall be used for all girders in all spans. <br />
<br />
<div id="(H2c2.10)"></div><br />
<br />
'''H2c3. Additional Double-Tee Girder Notes. Place with H2c1 general notes. '''<br />
<br />
'''(H2c3.1) '''<br />
:Girders shall be handled and erected into position in a manner that will not impair the strength of the girder. <br />
<br />
'''(H2c3.2) '''<br />
:The vertical face of the exterior girder that will be in contact with the slab shall be roughened by sand blasting, or other approved methods, to provide suitable bond between girder and slab. <br />
<br />
'''(H2c3.3) '''<br />
:All exposed edges of concrete shall have a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H2c3.4) '''<br />
:Payment for edge block will be considered completely covered by the contract unit price for the double-tee girders. <br />
<br />
'''(H2c3.5) '''<br />
:Provide lifting loops in each end of double-tee girder, located near center of stem, 2 feet from each end. <br />
<br />
'''(H2c3.6) '''<br />
:Adequate reinforcing other than the specified welded wire fabric may be used with the approval of the engineer. <br />
<br />
'''Use notes H2c3.10 and H2c3.11 when a thrie beam bridge rail is used. '''<br />
<br />
'''(H2c3.10) '''<br />
:See slab sheet for spacing of rail posts. <br />
<br />
'''(H2c3.11) '''<br />
:See thrie beam rail sheet for details of bolt spacing at rail posts and anchor bolt lengths. <br />
<br />
<div id="H2c4. Additional Prestressed Concrete Box Beam Notes"></div><br />
<br />
'''H2c4. Blank'''<br />
<br />
<br />
'''H2c5. Blank '''<br />
<br />
<br />
'''H2c6. Camber Diagram & Slab Haunching or Slab Thickness Diagram '''<br />
<div id="(H2c6.1)"></div><br />
<br />
'''(H2c6.1) Place with camber diagram '''<font color="purple">[MS Cell]</font color="purple">''' for all girders and beams. '''<br />
:Conversion factors for <u>girder</u> <u>beam</u> camber (Estimated at 90 days): <br />
<br />
:'''Use with spans 75' and greater in length. '''<br />
:0.1 pt. = 0.314 x 0.5 pt. <br />
:0.2 pt. = 0.593 x 0.5 pt. <br />
:0.3 pt. = 0.813 x 0.5 pt. <br />
:0.4 pt. = 0.952 x 0.5 pt. <br />
<br />
:'''Use with spans less than 75' in length. '''<br />
:0.25 pt. = 0.7125 x 0.5 pt. <br />
<div id="Place notes H2c6.10 thru H2c6.14"></div><br />
'''Place notes H2c6.10 thru H2c6.14 with slab haunching diagram '''<font color="purple">[MS Cell]</font color="purple">''' (slab thickness diagram '''<font color="purple">[MS Cell]</font color="purple">''' for double-tee girders and adjacent beams). '''<br />
<br />
'''(H2c6.10) Omit underlined haunch segments for double-tee girders and adjacent beams. The minimum embedment sentence is not applicable for Box Beams. Omit hairpin bar when not used on the plan details.'''<br />
:If <u>girder</u> <u>beam</u> camber is different from that shown in the camber diagram, in order to maintain minimum slab thickness, <u>an adjustment of the slab haunches,</u> an increase in slab thickness or a raise in grade uniformly throughout the structure shall be necessary. <u>The haunch shall be limited to ensure the projecting girder reinforcement</u> <u>or hairpin bar</u> <u>is embedded into slab at least 2 inches.</u> No payment will be made for additional labor or materials required for variation in <u>haunching,</u> slab thickness or grade adjustment. <br />
<br />
'''(H2c6.11) Omit “haunches” for double-tee girders and adjacent beams. '''<br />
:Concrete in the slab <u>haunches</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>. <br />
<br />
'''(H2c6.13) Use only for double-tee girders and adjacent beams. Underline part only required when the slab thickness within parabolic crown is less than the minimum slab thickness. A = minimum slab thickness. B = slab thickness at crown centerline. '''<br />
:The slab is to be built parallel to grade and to a minimum thickness of '''''A''''' <u>(Except varies from '''''A''''' to '''''B''''' within parabolic crown)</u>. <br />
<br />
'''(H2c6.14) Use only if the camber diagram is located on the girder or beam sheet. '''<br />
:See <u>girder</u> <u>beam</u> sheet for <u>girder</u> <u>beam</u> camber diagram. <br />
<br />
<br />
'''H2c7. Steel Intermediate Diaphragms ''' <br />
<br />
'''(H2c7.1) For the location of (*), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(*) In lieu of 2 1/2" outside diameter washers, contractor may substitute a 3/16" (Min. thickness) plate with four 15/16"ø holes and one hardened washer per bolt. <br />
<br />
'''(H2c7.2) For the location of (**), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(**) Bolts shall be tightened to provide a tension of one-half that specified in Sec 712 for high strength bolt installation. ASTM F3125 Grade A325 Type 1 bolts may be substituted for and installed in accordance with the requirements for the specified A307 bolts. <br />
<br />
'''(H2c7.3) '''<br />
:All diaphragm materials including bolts, nuts, and washers shall be galvanized. <br />
<br />
'''(H2c7.4) '''<br />
:Fabricated structural steel shall be ASTM A709 Grade 36 except as noted. <br />
<br />
'''(H2c7.5) '''<br />
:Payment for furnishing and installing steel intermediate diaphragms will be considered completely covered by the contract unit price for Steel Intermediate Diaphragm for P/S Concrete Girders. <br />
<br />
'''(H2c7.6) '''<br />
:Shop drawings will not be required for steel intermediate diaphragms and angle connections. <br />
<br />
<br />
'''H2c8. Concrete Diaphragms at Intermediate Bents '''<br />
<br />
'''(H2c8.1) Place near diaphragm details for all girders and beams except for double-tee girders at the following grades: 16” > 5%, 22” > 4% and 30” > 3%. '''<br />
:Diaphragms at intermediate bents shall be built vertical.<br />
<br />
=== H3. Bearings ===<br />
<br />
<br />
==== H3a. Type C & D ====<br />
<br />
'''The following notes apply to Type C Bearings.'''<br />
<br />
'''(H3.1)'''<br />
:Anchor bolts for Type C bearings shall be 1"ø ASTM F1554 Grade 55 swedged bolts, with no heads or nuts and shall extend 10" into the concrete. Swedging shall be 1" less than the extension into the concrete. Anchor bolts shall be set in the drilling holes or in the anchor bolt wells and grouted prior to the erection of steel. The top of anchor bolts shall be set approximately 1/4" below the top of bearing. <br />
<br />
'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.3)'''<br />
:Weight of the anchor bolts for the bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.4) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.5)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following notes apply to Type D Bearings.'''<br />
<br />
'''(H3.6)'''<br />
:Anchor bolts for Type D bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329. <br />
<br />
'''(H3.8)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.9) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.10)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type D Bearings Modified.'''<br />
<br />
'''(H3.11)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3b. Type E ====<br />
<br />
'''The following notes apply to Type E Bearings.'''<br />
<br />
'''(H3.15)'''<br />
:Anchor bolts for Type E bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.17)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.18) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.20)'''<br />
:A lubricant coating shall be applied in the shop to both mating surfaces of the bearing assembly. The lubricant, method of cleaning, and application shall meet the requirements of MIL-L-23398 and MIL-L-46147. The coated areas shall be protected for shipping and erection.<br />
<br />
'''(H3.21)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type E Bearings Modified.'''<br />
<br />
'''(H3.22)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3c. Type N PTFE ====<br />
<br />
'''(H3.24)''' <br />
:Design coefficient of friction equals _____.<br />
<br />
'''(H3.24.1)'''<br />
:The PTFE surface shall be <u>flat</u> <u>dimpled</u>.<br />
<br />
'''(H3.24.2) Use for Dimpled PTFE only'''<br />
:The depth of the dimples shall be at least 0.08 inch but less than one-half the PTFE thickness and the diameter shall be no more than 0.32 inch. Dimples shall be uniformly distributed and cover greater than 20% but less than 30% of the entire PTFE surface area. Dimples shall not be placed to intersect the edge of the PTFE surface.<br />
<br />
'''(H3.24.3) Use for Dimpled PTFE only''' <br />
:Dimpled PTFE surfaces shall be lubricated with silicone grease meeting the Society of Automotive Engineers Specification SAE-AS8660.<br />
<br />
'''(H3.25) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.27)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.28)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
<br />
'''Use the following note when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized.'''<br />
<br />
'''(H3.29) Use grade per Design Comps.'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating.<br />
<br />
<div id="Use the following note when ASTM A709 Grade 50W steel"></div><br />
'''Use the following note when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
<div id="(H3.29.1)"></div><br />
'''(H3.29.1)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material. <br />
<div id="(H3.29.2)"></div><br />
'''Use the following note when steel superstructure is galvanized. '''<br />
<br />
'''(H3.29.2)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. The stainless steel plate shall be protected from galvanizing. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.30)'''<br />
:Type N PTFE Bearings shall be in accordance with Sec 716.<br />
<br />
'''(H3.31)'''<br />
:PTFE surface shall be fabricated as a single piece. Splicing will not be permitted. <br />
<br />
'''(H3.32)'''<br />
:Stopper plates <u>and straps</u> shall be provided to prevent loss of support due to creeping of PTFE bearings. Payment for fabricating and installing the stopper plates <u>and straps</u> will be considered completely covered by the contract unit price for Type N PTFE Bearing.<br />
<br />
'''(H3.33)'''<br />
:The bottom face of the 1/8" stainless steel plate that is welded to the sole plate shall be lubricated with a lubricant that is approved by the bearing manufacturer.<br />
<br />
==== H3d. Laminated Neoprene Pad Assembly ====<br />
<br />
'''(H3.45) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.47)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.48)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H3.49) Use grade per Design Comps. Use when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized. '''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<div id="(H3.49.1) Use when ASTM A709 Grade 50W steel"></div><br />
'''(H3.49.1) Use when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material.<br />
<div id="(H3.49.2)"></div><br />
'''(H3.49.2) Use the following note when steel superstructure is galvanized.''' <br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.50)'''<br />
:Laminated Neoprene Bearing Pad Assembly shall be in accordance with Sec 716.<br />
<br />
==== H3e. Flat Plate, Rolled Steel Plates (Deck Girders) & Carbon Steel Castings (Truss) ====<br />
<br />
'''The following notes apply to Flat Plate Bearings.'''<br />
<br />
'''(H3.65)'''<br />
:Flat plate bearings shall be straightened to plane surfaces.<br />
<br />
'''(H3.66)'''<br />
:Anchor bolts shall be 1"&oslash; ASTM F1554 Grade 55 swedged bolts, 10" long with no heads or nuts. Top of anchor bolts shall be set approximately 1/2" above top of bottom flange.<br />
<br />
'''(H3.67)'''<br />
:Bottom flange of beam <u>and bevel</u> plate shall have 1 1/4"&oslash; holes at fixed end and 1 1/4" x 2 1/2" slots at expansion end.<br />
<br />
'''(H3.68)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
'''(H3.69)'''<br />
:Weight of the anchor bolts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
<br />
'''The following notes apply to Rolled Steel Bearing Plates (Deck Girder Repair and Widening).'''<br />
<br />
'''(H3.70)'''<br />
:Material shall be ASTM A709 Grade 36 steel. Holes in 7/8" plates for 3/4" x 2 1/4" and 1 1/2" x 3" anchors shall be made for a driving fit. After anchors are driven in place, anchors shall be lightly tack welded to the 7/8" plates.<br />
<br />
'''(H3.71)'''<br />
:Edge A shall be rounded (1/16" to 1/8" radius).<br />
<br />
<br />
'''The following notes apply to Carbon Steel Casting (Truss).'''<br />
<br />
'''(H3.75)'''<br />
:All fillets shall have a 3/4" radius.<br />
<br />
'''(H3.76) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be 1 1/2"&oslash; ASTM F1554 Grade <u>55</u> <u>105</u> swedge bolts and shall extend 15" into concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Furnish one 4"&oslash; pin, AISI C1042, with 2 heavy hexagon pin nuts.<br />
<br />
'''(H3.77)'''<br />
:Material for bearing shall be carbon steel castings and will be considered completely covered by the contract unit price for Carbon Steel Castings. Pins, anchor bolts, heavy hexagon nuts, pipe and rolled steel bearing plates will be considered completely covered by the contract unit price for Structural Carbon Steel.<br />
<br />
'''(H3.78)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
====H3f. Pot Bearing Pad Assembly====<br />
<br />
'''(H3.79)'''<br />
<br />
:The bearing design shall conform to the provisions of the latest edition of AASHTO LRFD Bridge Design Specifications.<br />
<br />
'''(H3.80)'''<br />
<br />
:The contractor, in coordination with the bearing manufacturer, shall be responsible for sizing the sole plate and masonry plate and determining the size, number, and location of anchor bolts based on the load and movement capacities, indicated in the Bearing Data.<br />
<br />
'''(H3.81)'''<br />
<br />
:The contractor shall submit calculations sealed by a Professional Engineer, licensed in the state of Missouri, indicating conformance with design load and material criteria in the contract documents.<br />
<br />
'''(H3.82)'''<br />
<br />
:'''(1)''' Maximum vertical dimension of the complete bearing. If the actual bearing dimension differs, adjustments shall be made in the thickness of the sole plate, masonry plate and concrete pad as needed by the contractor at no additional cost to the owner. Contractor shall submit proposed method of adjustment to Engineer for approval.<br />
<br />
'''(H3.83)'''<br />
<br />
:'''(2)''' Estimated horizontal dimension of the pot bearing device. If the actual dimension differs, adjust the size of the sole plate and masonry plate as needed by the contractor at no additional cost to the owner.<br />
<br />
'''(H3.84)'''<br />
<br />
:'''(5)''' The temperature of the steel adjacent to the elastomeric should be kept below 250°F.<br />
<br />
'''(H3.85)'''<br />
<br />
:The Dimension H in the Bearing Data Table represents the assumed total height of bearing mechanism between the sole plate and masonry plate used by the designer to establish the pedestal elevations. <br />
<br />
'''(H3.86)'''<br />
<br />
:The bearings shall be manufactured pot bearings, designed for the load and movement capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.87)'''<br />
<br />
:All expansion Bearings shall have maximum friction coefficient of 3%.<br />
<br />
'''(H3.88)'''<br />
<br />
:Steel for pot bearings shall be AASHTO M270 Grade 50 and shall be galvanized. Steel for sole plate and masonry plates shall be AASHTO M270 Grade 50.<br />
<br />
'''(H3.89)'''<br />
<br />
:Anchor bolts shall conform to ASTM F1554 Grade 55. The anchor bolts shall be the swedge-type and shall have a minimum diameter of 1 1/2-inches and extend a minimum of __-inches into the concrete. Swedging shall be 1-inch less than the extension into the concrete.<br />
<br />
'''(H3.90)'''<br />
<br />
:Anchor bolts shall be installed using a hardened steel washer at each exposed location.<br />
<br />
'''(H3.91)'''<br />
<br />
:Washers shall conform to ASTM F463.<br />
<br />
'''(H3.92)'''<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.93)'''<br />
<br />
:Certified mill test reports, conforming to the requirements of the specifications, for the metals of the pot bearing device, sole plate, masonry plate and anchor bolts shall be submitted.<br />
<br />
'''(H3.94)'''<br />
<br />
:The masonry plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.95)'''<br />
<br />
:The sole plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.96)'''<br />
<br />
:The bearing device, sole plate and masonry plate shall be assembled in the shop and the bearing assembly shall be field welded to the bottom flange of the steel cap beam. The welds shall be designed for the load capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.97)'''<br />
<br />
:After installation of the bearings, any uncoated or damaged surfaces of the masonry and sole plates shall be prepared in accordance with the specifications and field-coated with inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
<br />
'''(H3.98)'''<br />
<br />
:After installation of the bearings and field-applied prime coats, the surfaces of the masonry and sole plates shall be field-coated with System G intermediate and finish coat.<br />
<br />
'''(H3.99)'''<br />
<br />
:All bearings shall be marked prior to shipping. The marks shall include the bearing location on the bridge and a direction arrow that points up-station. All marks shall be permanent and be visible after the bearing is installed.<br />
<br />
'''(H3.100)'''<br />
<br />
:The pot bearing device, sole plate, masonry plate, anchor bolts, washers, anchor bolts wells and any other appurtenances included in the fabrication and installation of the pot bearing device shall be incidental to the pay item Pot Bearings.<br />
<br />
'''(H3.101)'''<br />
<br />
:Whenever jacking of the Superstructure is needed to reset the bearings, the contractor shall submit a jacking sequence for approval.<br />
<br />
=== H4. Conduit System ===<br />
<br />
'''(H4.1)'''<br />
:Cost of furnishing and placing anchor bolts for light standard will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H4.2) Use for all conduits. Use underlined portions when encased in concrete barrier and/or wing.'''<br />
:All conduits shall be rigid nonmetallic schedule 40 heavy wall polyvinyl chloride (PVC) with <u>3 ½-inch minimum cover in barrier</u> <u>and 4 ½-inch minimum cover in abutment wing</u>. Each section of conduit shall bear the Underwriters Laboratories (UL) label.<br />
<br />
'''(H4.2.1) Use for all conduits when conduit clamps are required. Also see Note H4.10.'''<br />
:All conduit clamps shall be commercially-available, nonmetallic conduit clamps and approved by the engineer.<br />
<br />
'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55. <br />
<br />
'''(H4.3)'''<br />
:Shift reinforcing steel in field where necessary to clear conduit and junction boxes.<br />
<br />
'''(H4.4)'''<br />
:Light standards, wiring and fixtures shall be furnished and installed by others.<br />
<br />
'''(H4.5)'''<br />
:Top of light standard supports shall be made horizontal; anchor bolts shall be placed vertically.<br />
<br />
'''(H4.6)'''<br />
:For details of <u>light standards,</u> <u>underdeck lighting,</u> <u>and wiring</u>, see electrical plans.<br />
<br />
'''(H4.7) Use for conduits to be encased in concrete at open, closed or filled joints. Use 150°F, 120°F for steel superstructure. Use 120°F, 110°F for concrete superstructure. Modify note to include giving the total expansion movement per expansion fitting if multiple fittings are used and movement is different, and delineate fittings on plans.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at filled joints</u> using a maximum temperature range of <u>150</u> <u>120</u>°F and a maximum temperature of <u>120</u> <u>110</u>°F.<br />
<br />
'''(H4.7.1) Use for conduits not to be encased in concrete and for structures with open or closed joints in the superstructure.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at closed joints</u> using a maximum temperature range of 110°F. Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H.4.7.2) Use for conduits not to be encased in concrete and for structures without open or closed joints in the superstructure.'''<br />
:Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H4.7.3) Use for multiple conduits to be encased in concrete.''' <br />
:Minimum clearance between conduits placed in barrier shall be 1”. <br />
<br />
'''(H4.8) Use "surface" mounting, except adjacent to sidewalks, where mounting box on existing concrete. Use "flush" mounting where box is to be encased in concrete.'''<br />
:All <u>end bent</u> <u>and</u> <u>barrier</u> junction boxes shall be PVC molded in accordance with Sec 1062 and designed for <u>flush</u> <u>surface</u> mounting. The conduit terminations shall be permanent or separable. The terminations and covers shall be of watertight construction and shall meet requirements for NEMA 4 or NEMA 4X enclosure.<br />
<br />
'''(H4.8.1) Use for all junction boxes to be encased in concrete at the roadway face of barrier.'''<br />
:Placement of junction boxes and covers, complete in place, shall be flush with the roadway face of barrier. Junction boxes and covers may be recessed up to ¼ inch.<br />
<br />
'''(H4.9) Use for all conduits not to be encased in concrete.'''<br />
:Weep holes shall be provided at low points or other critical locations to drain any moisture in the conduit system. Conduit shall be sloped to drain.<br />
<br />
'''(H4.9.1) Use for all conduits to be encased in concrete.''' <br />
:Drainage shall be provided at low points or other critical locations of all conduits and all junction boxes in accordance with Sec 707. All conduits shall be sloped to drain where possible.<br />
<br />
'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
<br />
'''(H4.11) Use for junction box. '''<br />
:Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.<br />
<br />
'''(H4.12) '''<br />
:MoDOT Construction Personnel: Indicate in field and on bridge plans for future work the exact location of buried conduit at ends of bridge that are capped and not immediately used.<br />
<br />
'''(H4.13) Use for payment of Conduit System.'''<br />
:Payment for furnishing and installing Conduit System, complete in place, will be considered completely covered by the contract lump sum price for Conduit System on Structure.<br />
<br />
=== H5. Expansion Joint Systems ===<br />
<br />
<br />
==== H5a. Finger Plate ====<br />
<br />
'''(H5.1) For stage construction or other special cases, see Structural Project Manager.'''<br />
:Finger plate shall be cut with a machine guided gas torch from one plate. The plate from which fingers are cut may be spliced before fingers are cut. The surface of cut shall be perpendicular to the surface of plate. The cut shall not exceed 1/8" in width. The centerline of cut shall not deviate more than 1/16" from the position of centerline of cut shown. No splicing of finger plate or finger plate assembly will be allowed after fingers are cut. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.2)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.3)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.4)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.5)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Finger Plate) per linear foot.<br />
<br />
'''(H5.6)'''<br />
:Concrete shall be forced under and around finger plate supporting hardware, anchors, angles and bars. Proper consolidation shall be achieved by localized internal vibration.<br />
<div id="(H5.7)"></div><br />
'''(H5.7) Use note for steel structures. Use underlined portion when drainage trough is used.''' <br />
:All holes shown for connections shall be subpunched 11/16-inch diameter (shop or field drill) and reamed to 13/16-inch diameter in field, except holes in members that will be used as templates <u>and holes for the drainage trough</u> may be drilled to 13/16-inch diameter in the shop. For multi-piece connections, only the holes in the template member may be drilled to 13/16-inch diameter in the shop.<br />
<br />
'''(H5.8) Place note near "Plan of Slab".'''<br />
:'''"the web of W14 x 43" is for steel structures'''<br />
:'''"the 3/4" vertical mounting plate" is for P/S structures.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>the web of W14 x 43</u> <u>and</u> <u>the 3/4" vertical mounting plate</u> at the expansion device.<br />
<br />
'''(H5.9)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.10)''' <br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5b. Flat Plate ====<br />
<br />
'''(H5.16)'''<br />
:Expansion device shall be fabricated in one section, except for stage construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.17)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.18)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.19)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.20)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Flat Plate) per linear foot.<br />
<br />
'''(H5.21)'''<br />
:Concrete shall be forced under and around the flat plate, anchors and angles. Proper consolidation shall be achieved by localized internal vibration. Finishing of the concrete shall be achieved by hand finishing within one foot of the expansion device. The vertical and horizontal concrete vent holes shall be offset from each other. Do not alternate holes at the 12" spacing.<br />
<br />
'''(H5.22) Use this note when expansion device is at an end bent.'''<br />
:Bevel plates shall be used at end bents when the grade of the slab at the expansion device is 3% or more.<br />
<br />
'''(H5.23) Place this note near "Plan of Slab".'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>vertical plate</u> <u>and</u> <u>the vertical leg of the angle</u> at the expansion device.<br />
<br />
'''(H5.24)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.25)'''<br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5c. Preformed Compression Seal (Notes for Bridge Standard Drawings) ====<br />
<br />
'''(H5.31)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.33)'''<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36. Anchors for the expansion joint system shall be in accordance with Sec 1037. Preformed compression seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.34)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.35)'''<br />
:Concrete shall be forced under armor angle and around anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.36) Place this note near "Plan of Slab" also.''' <br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the angle at the expansion joint system. <br />
<br />
<br />
'''Place the following notes (H5.37 and H5.38) near the "Table of Transverse Preformed Compression Seal Expansion Joint System Dimensions".'''<br />
<br />
'''(H5.37)'''<br />
:Depth of seal shall not be less than width of seal.<br />
<br />
'''(H5.38) '''<br />
:Size of armor angle: Vertical leg of angle shall be a minimum of Manufacturer’s Recommended Height ③ + 3/4". Horizontal leg of angle shall be a minimum of 3". Minimum thickness of angle shall be 1/2". <br />
<br />
'''(H5.39)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.40)'''<br />
:MoDOT Construction personnel will record the manufacturer and seal name that was used.<br />
<br />
==== H5d. Strip Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.46)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
:The strip seal gland shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet.<br />
<br />
'''(H5.47''')<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36 except the steel armor may be ASTM A709 Grade 50W. Anchors for the expansion joint system shall be in accordance with Sec 1037. Strip seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.48)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.49)'''<br />
:Concrete shall be forced under and around steel armor and anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.50) Place this note near "Plan of Slab" also.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the steel armor at the expansion joint system.<br />
<br />
'''(H5.51)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.52)'''<br />
:MoDOT Construction personnel will indicate the strip seal expansion joint system installed.<br />
<br />
'''(H5.53)'''<br />
:Steel armor may also be referred to as extrusion or rail.<br />
<br />
'''(H5.55) Use this note when polymer concrete is to be used next to strip seal.'''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
====H5e. [[751.13 Expansion Joint Systems#751.13.2 Preformed Silicone, EPDM, and Open Cell Foam Joint Seals|Preformed Silicone or EPDM Seal]] (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.56)'''<br />
:The seal shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet. <br />
<br />
'''(H5.58)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.59)'''<br />
:MoDOT Construction personnel will indicate the type of seal used.<br />
<br />
'''(H5.60) Use this note when polymer concrete is to be used next to Preformed Silicone or EPDM Seal. '''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
'''(H5.61) Use this note when joint gap (opening) is wider than 3”.'''<br />
:Joint gap (opening) wider than 3" during installation may require use of backer rod to keep seal in place while adhesive is curing.<br />
<br />
====H5f. Open Cell Foam Joint Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.62)'''<br />
:Open cell foam joint seal size (width and depth) shall be determined by the manufacturer.<br />
:Manufacturer recommended seal size shall meet the movement and installation gap requirements and skew effect.<br />
<br />
'''(H5.63)'''<br />
:The open cell foam joint seal shall be installed according to the manufacturer's recommendations.<br />
<br />
'''(H5.64)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation.<br />
<br />
'''(H5.65)'''<br />
:MoDOT construction personnel will record the manufacturer and seal name that was used.<br />
<br />
=== H6. Pouring and Finishing Concrete Slabs ===<br />
<br />
'''I-Beam, Plate Girder Bridges - Continuous Slabs'''<br />
<br />
<div style="padding: 0.3em; width: 210px; margin-left:10px; border:1px solid #a9a9a9; background:#f5f5f5"><br />
Also see note H6.20 for I-Beams.<br />
</div><br />
<br />
'''(H6.1)'''<br />
:The contractor shall pour and satisfactorily finish the slab pours at the rate given. Retarder, if used, shall be an approved type and retard the set of concrete to 2.5 hours.<br />
<br />
<br />
'''Prestressed Concrete Structures - Continuous Spans'''<br />
<br />
'''(H6.4)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours, and shall pour and satisfactorily finish the slab pours at the rate given.<br />
<br />
'''(H6.5)'''<br />
:End diaphragms at expansion devices may be poured with a construction joint between the diaphragm and slab, or monolithic with the slab.<br />
<br />
'''(H6.6) Note is not applicable for concrete diaphragms under expansion joints.'''<br />
:The concrete diaphragm at the <u>intermediate bents</u> <u>and integral</u> <u>end bents</u> shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured. <br />
<br />
<br />
'''Prestressed Double-Tee Concrete Structures'''<br />
<br />
'''(H6.9)'''<br />
:The diaphragms at the intermediate and end bents shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured across the diaphragm at bents.<br />
<br />
'''(H6.10)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the slab pours at not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Solid or Voided Slab Structure - Continuous and Simple Spans'''<br />
<br />
'''(H6.13) See [[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|EPG 751.10.1.12]] Slab Pouring Sequences and Construction Joints'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the roadway slab at a rate of not less than ___ cubic yards per hour. The contractor shall observe the transverse construction joints shown on the plans, unless the contractor is equipped to pour and satisfactorily finish the roadway slab at a rate which permits a continuous pouring through some or all joints as approved by the engineer.<br />
<br />
<br />
'''Steel and Prestressed Structures - Simple Spans'''<br />
<br />
'''(H6.15) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''<br />
:The contractor shall pour <u>up grade</u> and satisfactorily finish the roadway slab at a rate of not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Widen, Extension, Repair, and Stage Construction'''<br />
<br />
'''(H6.17) Underline part not required when forms stay-in-place permanently. Place note on the plans when the closure pour is specified on the design layout.'''<br />
:Expansive Class B-2 concrete shall be used in the closure pour. <u>Forms shall be released before the closure pour.</u><br />
<br />
<br />
'''All Structures with Longitudinal Construction Joints'''<br />
<br />
'''(H6.18) The following note shall be used on all structures with slabs wider than 54' containing a longitudinal construction joint. The blank space shall be replaced by the value corresponding to the total roadway width divided by the larger pour width when the construction joint is used.'''<br />
:The longitudinal construction joint may be omitted with the approval of the engineer. When the longitudinal construction joint is omitted, the minimum rate of pour for alternate pouring sequences shall be increased by a factor of ____.<br />
<br />
<br />
'''Steel Superstructure Deck Replacements'''<br />
<br />
'''(H6.20) This note shall also be used for new I-Beam bridges.'''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the beams during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not weld on or drill holes in the beams. The cost for furnishing, installing, and removing bracing will be considered completely covered by the contract unit price for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(H6.21) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''</br><br />
''' If the basic rate required is greater than 25 cy/hr, check with the SPM before adding this note.'''<br />
:The contractor shall pour slab <u>up grade</u> from end to end at a minimum rate of 25 cubic yards per hour.<br />
<br />
'''(H6.22)'''<br />
:Alternate pour sequences may be submitted to the engineer for approval. Keyed construction joints shall be provided between pours.<br />
<br />
=== H7. Slab Drains===<br />
<br />
'''When steel slab drains are used, place Notes H7.1, H7.1.3 and H7.2 under the heading of Notes for Steel Drain. Place remaining notes thru Note H7.11 under the heading of General Notes.'''<br />
<br />
'''(H7.1) Remove underlined portion for cored slab drains.'''<br />
:Slab drains shall be fabricated <u>of either 1/4" welded sheets of ASTM A709 Grade 36 steel or</u> from 1/4" structural steel tubing ASTM A500 or A501.<br />
<br />
'''(H7.1.1) Note not required for continuous concrete slab bridges.'''<br />
:Slab drain bracket assembly shall be ASTM A709 Grade 36 steel.<br />
<br />
'''(H7.1.2) Use underlined portion with a new wearing surface over new slab or when cored angled drains are used.'''<br />
:The drain<u>s Pieces A and B</u> shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.2) Use for new slabs. Use first choice without a wearing surface and second choice with a wearing surface.'''<br />
:Outside dimensions of drain<u>s are 8" x 4"</u> <u>Piece A is 8 3/4" x 4 3/4" and Piece B is 8" x 4"</u>.<br />
<br />
'''(H7.3) Use note with new wearing surface over new slab.'''<br />
:Piece A shall be cast in the concrete slab. Prior to placement of wearing surface, Piece B shall be inserted into Piece A.<br />
<br />
'''(H7.4) Use underlined portion with a new wearing surface over new slab.'''<br />
:Locate drain<u>s Piece A</u> in slab by dimensions shown in Part Section Near Drain.<br />
<br />
'''(H7.5) Use for new slabs.'''<br />
:Reinforcing steel shall be shifted to clear drains.<br />
<br />
'''(H7.6) Use underlined portion with prestressed girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:The <u>coil inserts and</u> bracket assembly shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with ASTM F2329<u>, except as shown</u>.<br />
<br />
'''(H7.7.1)'''<br />
:All 1/2-inch diameter bolts shall be ASTM A307, except as noted.<br />
<br />
'''(H7.8) Use note when attaching to new girders and beams. Use “coil insert required” for prestressed girders, “coil inserts required” for prestressed beams and “bolt hole” for steel structures. '''<br />
:The <u>coil inserts required</u> <u>bolt hole</u> for the bracket assembly attachment shall be located on the <u>prestressed girder</u> <u>prestressed beam</u> <u>plate girder</u> <u>wide flange beam</u> shop drawings.<br />
<br />
'''(H7.8.1) Use note when attaching to existing steel girders and beams with new slab.'''<br />
:The bolt hole for the bracket assembly attachment shall be shifted to the minimum extent necessary to field drill in the existing web. <br />
<br />
'''(H7.8.2) Use note when attaching to weathering steel girders and beams. '''<br />
:The galvanized surfaces of drain support brackets shall be prepared according to the coating manufacturer's recommendation and field coated with a gray epoxy-mastic primer (non-aluminum) within a distance of 6 inches from the point of connection to the weathering steel structure.<br />
<br />
'''(H7.9) Use the underlined portion for all bridges except continuous concrete slab bridges. '''<br />
:Shop drawings will not be required for the slab drains <u>and the bracket assembly</u>.<br />
<br />
<br />
'''Place Notes H7.10 and H7.11 with prestressed girder and prestressed beam slab drain details.'''<br />
<br />
'''(H7.10)'''<br />
:Coil inserts shall have a concrete pull-out strength (ultimate load) of at least 2,500 pounds in 5,000 psi concrete.<br />
<br />
'''(H7.11) Bolts is plural for Prestressed box and slab beams that require two bolts.'''<br />
:The bolt<u>s</u> required to attach the slab drain bracket assembly to the prestressed <u>girder web</u> <u>beam</u> shall be supplied by the prestressed <u>girder</u> <u>beam</u> fabricator.<br />
<br />
<br />
'''Use Notes H7.13 thru H7.21 when fiberglass reinforced polymer (FRP) slab drains are used. Place Note H7.13 as the first note under the heading of General Notes. Place remaining notes under the heading of Notes for FRP Drain.'''<br />
<br />
'''(H7.13) '''<br />
:Contractor shall have the option to construct either steel or FRP slab drains. All drains shall be of same type. <br />
<br />
'''(H7.14) '''<br />
:Drains shall be machine filament-wound thermosetting resin tubing meeting the requirements of ASTM D2996 with the following exceptions:<br />
<br />
'''(H7.15) Use with new slabs.'''<br />
:Shape of drains shall be rectangular with outside interior nominal dimensions of 8” x 4”.<br />
<br />
'''(H7.16) '''<br />
:Minimum reinforced wall thickness shall be 1/4 inch.<br />
<br />
'''(H7.17) Underlined portion is for cored slab drains only.'''<br />
:The resin used shall be ultraviolet (UV) resistant and/or have UV inhibitors mixed throughout. Drains may have an exterior coating for additional UV resistance. <u>Care shall be taken to avoid damage to exterior coating during installation.</u><br />
<br />
'''(H7.18) The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.'''<br />
:The color of the slab drain shall be <u>Gray (Federal Standard #26373)</u>. The color shall be uniform throughout the resin and any coating used.<br />
<br />
'''(H7.19) '''<br />
:The combination of materials used in the manufacture of the drains shall be tested for UV resistance in accordance with ASTM D4239 Cycle A. The representative material shall withstand at least 500 hours of testing with only minor discoloration and without any physical deterioration. The contractor shall furnish the results of the required ultraviolet testing prior to acceptance of the slab drains.<br />
<br />
'''(H7.20) '''<br />
:At the contractor’s option, drains may be field cut. The method of cutting FRP slab drains shall be as recommended by the manufacturer to ensure a smooth, chip-free cut.<br />
<br />
'''(H7.21) Use only for angled drains. '''<br />
:Both upper and lower drain pieces shall be rigidly connected to each other. Drain flow shall not be obstructed. Approval of the engineer is required.<br />
<br />
<br />
'''Additional notes (H7.22 thru H7.28) for cored slab drains. Place with General Notes except as noted.'''<br />
<br />
'''(H7.22)''' <br />
:Cost of cored slab drains, complete in place, will be considered completely covered by the contract unit price for Cored Slab Drain per each.<br />
<br />
'''(H7.23)'''<br />
:Holes for slab drains shall be cored. Percussion drilling will not be permitted.<br />
<br />
'''(H7.24) Omit underlined portion when attaching to prestressed girders or beams.'''<br />
:Slab drain locations may be shifted the minimum extent necessary to avoid slab reinforcement <u>and to allow for field drilling bolt hole in web of existing beam for bracket assembly attachment</u>.<br />
<br />
'''(H7.25) Use underlined portion for angled drains.'''<br />
:<u>Piece B of</u> Cored slab drains shall be placed vertically.<br />
<br />
'''(H7.26) Include if curb outlets are being plugged.'''<br />
:For details of plugging existing curb outlets, see Sheet No. _.<br />
<br />
'''(H7.27) Place under Notes for Steel Drains.'''<br />
:Drains shall be inserted through slab such that damage to galvanized coating is minimized.<br />
<br />
'''(H7.28) Include for angled drains.'''<br />
:Use 1/2-inch diameter bolt with lock washer to attach Piece B to Piece A. Tap thread into Piece A.<br />
<br />
=== H8. Blank ===<br />
<br />
<br />
=== H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings)===<br />
'''Place in General Notes on the rail sheet unless otherwise specified.'''<br />
<br />
'''(H9.1a) Use for all W-Beam, Thrie Beam, Two Tube and Single Tube (Low Profile) Structural Steel Guardrails without cap rail. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' '''Reference to Standard Plan 606.00 or 606.50 will work.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.)<br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail post using galvanized anchorage as shown on Missouri Standard Plan <u>606.00</u> <u>606.50</u> and in accordance with Sec 606. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>Bridge Rail (Two Tube Structural Steel)</u> <u>Low Profile Metal Bridge Rail (Single Tube)</u>.<br />
<br />
'''(H9.1b) Use for all W-Beam and Thrie Beam Guardrails with cap rail except for temporary bridges. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u>, <u>Bridge Guardrail (Thrie Beam).</u><br />
<br />
'''(H9.1c) Use for temporary bridges.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides. Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use. <br />
<br />
'''Use following three notes for all W-Beam and Thrie Beam Guardrails with cap rail.'''<br />
<br />
'''(H9.2)'''<br />
:Panel lengths of channel members shall be attached continuously to a minimum of four posts and a maximum of six posts (except at end bents).<br />
<br />
'''(H9.3) Include reinforcement with new bridges except double-tees and temporary bridges. Include elastomeric material when a base plate is used except for temporary bridges. Use “other items” for temporary bridges. '''<br />
<br />
:All bolts, nuts, washers, <u>and</u> plates<u>,</u> <u>and reinforcement</u> <u>and elastomeric material</u> will be considered completely covered by the contract unit price for <u>Bridge</u> <u>Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>other items</u>.<br />
<br />
'''(H9.4) Use underlined part for temporary bridges.'''<br />
:All steel connecting bolts and fasteners for posts and railing, and all anchor bolts, nuts, washers and plates shall be galvanized after fabrication <u>except for bottom plate</u>. Protective coating and material requirement of steel railing shall be in accordance with Sec 1040.<br />
<br />
'''(H9.5) Use post instead of blockout for temporary bridges. For 38-inch two tube rails use the larger shims.'''<br />
:Rail posts shall be set perpendicular to roadway profile grade, vertically in cross section and aligned in accordance with Sec 713 except that the rail posts shall be aligned by the use of <u>3 x 1 3/4-inch</u> <u>6 1/2 x 6 1/2-inch</u> shims such that the post deviates not more than 1/2 inch from true horizontal alignment after final adjustment. The shims shall be placed between the <u>blockout</u> <u>post</u> and the <u>thrie beam</u> rail. The thickness of the shims shall be determined by the contractor and verified by the engineer before ordering material for this work.<br />
<br />
'''(H9.6.1) Use when a base plate is bearing on concrete except for temporary bridges.''' <br />
:Rail posts shall be seated on 1/16-inch elastomeric pads having the same dimensions as the post base plate. Such pads may be any elastomeric material, plain or fibered, having hardness (durometer) of 50 or above, as certified by the manufacturer. Additional pads or half pads may be used in shimming for alignment. Post heights shown will increase by the thickness of the pad. <br />
<br />
'''(H9.6.2) Use note for base plates set on grout pads (38-inch Two Tube Rail).'''<br />
:Rail posts shall be set plumb and aligned in accordance with Sec 713.<br />
<br />
'''Use H9.7 thru H9.19 for Thrie Beam Guardrail only.'''<br />
<br />
'''(H9.7)'''<br />
:At the expansion slots in the thrie beam rails and channels, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.8) Use post instead of blockout for temporary bridges. '''<br />
:At the thrie beam connection to <u>blockout</u> <u>post</u> on wings, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.9)'''<br />
:Minimum length of thrie beam sections is equal to one post space.<br />
<br />
'''(H9.10)'''<br />
:A 5/8-inch diameter button-head, oval shoulder bolt with a minimum 3/8-inch thick hex nut shall be used at all slots. <br />
<br />
'''(H9.11)'''<br />
:Thrie beam guardrail on the bridge shall be 12-gauge steel.<br />
<br />
'''(H9.12) Use top plates instead of cap rail angles for temporary bridges.'''<br />
:Posts, <u>cap rail angles,</u> <u>top plates,</u> <u>base</u> <u>bent</u> <u>post</u> plates, <u>blockouts,</u> channels and channel splice plates shall be fabricated from ASTM A709 Grade 36 steel and galvanized.<br />
<div id="(H9.13) Use for placement"></div><br />
<br />
'''(H9.13) Use for placement or replacement of end treatment with thrie beam rail.'''<br />
:<u>Cost for providing holes for new guardrail attachment will be considered completely covered by the contract unit price for other items.</u> <br />
<br />
'''(H9.15) Use post instead of blockout for temporary bridges.'''<br />
:Flat washers 3 x 1 3/4 x 3/16-inch minimum shall be used at all post bolts between the bolt head and beam. The washers shall be rectangular in shape with an 11/16 x 1-inch slot, or when necessary of such design as to fit the contour of the beam. Rectangular washers 3 x 1 3/4 x 5/8-inch shall be used between the <u>blockout</u> <u>post</u> and the thrie beam rail.<br />
<br />
'''(H9.16)'''<br />
:Special drilling of the thrie beam may be required at the splices. All drilling details shall be shown on the shop drawings.<br />
<br />
'''(H9.17''')<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.18) Do not use for prestressed double-tee or temporary bridges.'''<br />
:Expansion splices in the thrie beam rail shall be made at either the first or second post on either side of the joint and on structure at bridge ends. When the splice is made at the second post, an expansion slot shall be provided in the thrie beam rail for connection to the first post to allow for movement.<br />
<br />
'''(H9.19) Do not use for prestressed double-tee or temporary bridges.'''<br />
:In addition to the expansion provisions at the expansion joints, expansion splices in the thrie beam rail and the channel shall be provided at other locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''Do not use Notes H9.20 thru H9.29 for temporary bridges. '''<br />
<br />
'''(H9.20) Use for prestressed double-tee bridges. '''<br />
:Expansion splices in the thrie beam rail and the channel shall be provided at locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''(H9.21)'''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the top of the post and the channel member as required for vertical alignment. <br />
<br />
'''(H9.22) Place near Part Section at Rail Post. '''<br />
:See slab sheet for rail post spacing.<br />
<br />
'''(H9.23)'''<br />
:See Missouri Standard Plan 606.00 for details not shown.<br />
<br />
'''(H9.24) Place near detail of bent bolt used for new bridges except double tees. '''<br />
:Bolt shall not be bent in slab depths greater than 14 inches, use 12 inches straight embedment. <br />
<br />
'''(H9.25) Place near details of shim plates used for horizontal alignment of State System 3. '''<br />
:Shim plates 6 x 3 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.26) Place in General Notes and near details of shim plates used for horizontal alignment.''' <br />
:Shim plates shall be galvanized after fabrication. <br />
<br />
'''(H9.27) Place near details of shim plates used for horizontal alignment of State System 4. '''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the W6x20 post and 6 x 6 x 3/8-inch plate. Shim plates 6 x 3 1/2 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.28) Place near detail specifying bar support at bent plates. '''<br />
:Bar supports shall be Beam Bolsters (BB-ref. CRSI) and shall be galvanized. See Sec 706.<br />
<br />
'''Use H9.31 thru H9.38 for temporary bridges except for Note H9.32 which is also used for rehabilitation of existing bridges and Note H9.34 which is used for all bridge types.'''<br />
<br />
'''(H9.31)'''<br />
:If Type A guardrail is not attached to ends of the temporary structure, flared ends shall be required. The existing thrie beam rails shall be modified to accept flared ends. Cost for furnishing and installing flared ends will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H9.32)'''<br />
:Contractor shall verify all dimensions in field before ordering materials.<br />
<br />
'''(H9.33) Place near Part Section at Rail Post. '''<br />
:See preceding sheet for rail post spacing.<br />
<br />
'''(H9.34) Place in General Notes or near Elevation of Thrie Beam Rail. '''<br />
:At bridge ends for head to head traffic, guardrail shall be used at all four corners and for single directional traffic, guardrail shall be used at entrance ends only unless required at the exit.<br />
<br />
'''(H9.35) Place near any detail specifying the bottom plate of the rail posts. '''<br />
:Bottom plate shall be fabricated from ASTM A709 Grade 50W steel and welded to two 5" floor bars. Bottom plate shall not be galvanized.<br />
<br />
'''(H9.36) Place near any detail specifying both the bottom and base plate of the rail posts. '''<br />
:The size of the base and bottom plate may be increased depending on which grid option is used.<br />
<br />
'''(H9.37) Place near any detail specifying the welding of post to base plate of the rail posts. '''<br />
:Optional welding of the post to the base plate, in lieu of the weld shown, is a 5/16" fillet weld all around, including the edges of the post flanges.<br />
<br />
'''(H9.38) Place near any detail specifying the semi-circular notches of the rail posts. '''<br />
:Semi-circular notches centered on the axis of the post web ends may be made to facilitate galvanizing.<br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use.<br />
<br />
'''38-inch Two Tube Rail (Also use H9.1a, H9.5, H9.6.2)'''<br />
<br />
'''(H9.40)'''<br />
:Payment for furnishing all materials and labor necessary to install bridge rail, complete in place, will be considered completely covered by the contract unit price for Bridge Rail (Two Tube Structural Steel) per linear foot.<br />
<br />
'''(H9.41)'''<br />
:HSS = Hollow Structural Section<br />
<br />
'''(H9.42)'''<br />
:Dimensions of bridge rails are measured horizontally.<br />
<br />
'''(H9.43)'''<br />
:Bridge rails will be measured to the nearest linear foot for each structure measured from end of wing to end of wing.<br />
<br />
'''(H9.44)'''<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.45)'''<br />
:Hollow structural sections shall be in accordance with ASTM A500 Grade B Structural Steel Tubing and shall meet the longitudinal CVN requirements of 15 ft-lbs at 0⁰ F, see Sec 1080 for reporting.<br />
<br />
'''(H9.46)'''<br />
:All other steel shapes and plates shall be in accordance with ASTM A709 Grade 50.<br />
<br />
'''(H9.47)'''<br />
:All anchor bolts shall be ASTM A449 Type 1 with ASTM A563 Grade DH heavy hex nuts and ASTM F436 hardened washers.<br />
<br />
'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with ASTM F2329.<br />
<br />
'''(H9.49)'''<br />
:All posts, railing, rail splices and plates shall be galvanized after shop fabrication in accordance with AASHTO M 111 and ASTM A385. Galvanized rail shall not be painted.<br />
<br />
'''(H9.50)'''<br />
:Provide railing expansion joints at 50 foot maximum intervals. Railing shall be continuous over two posts minimum. Railing expansion joints are required in rail sections that span bridge expansion joints.<br />
<br />
'''(H9.51)'''<br />
:Use grout with a minimum 24-hour f’c of 3000 psi in single placement.<br />
<br />
'''Concrete Curb for Two Tube Rail'''<br />
<br />
'''(H9.60)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H9.61)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H9.62)'''<br />
:Minimum lap for longitudinal R-bars is 2’-5”.<br />
<br />
'''(H9.63)'''<br />
:The cross-sectional area of curb above the slab = 0.75 sq. ft.<br />
<br />
'''(H9.64)'''<br />
:Concrete in the curb shall be Class B-2.<br />
<br />
'''(H9.65)'''<br />
:The curb shall be cured by application of Type 1-D Liquid Membrane-Forming Curing Compound in accordance with Sec 1055 and sealed in accordance with Sec 703. The contractor shall remove all curing compound in accordance with the manufacturer’s recommendations before the concrete sealer is applied.<br />
<br />
'''(H9.66)'''<br />
:Measurement of the curb is to the nearest linear foot for each structure, measured along the outside top of slab from end of wing to end of wing.<br />
<br />
'''(H9.67)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Concrete Curb (Bridge Rail) per linear foot.<br />
<br />
'''Culvert Guardrail (Also use H9.6.1, H9.12, H9.17)'''<br />
<br />
'''(H9.70)'''<br />
:Furnishing and Installing posts and guardrail on culvert as shown on this sheet will be considered completely covered by the contract unit price for Bridge Guardrail (W-Beam).<br />
<br />
'''(H9.71)'''<br />
:Furnishing and Installing posts and guardrail on culvert shall be in accordance with Sec 606 except as shown.<br />
<br />
'''(H9.72) Use for bolt-thru option'''<br />
:Holes for ASTM A307 bolts may be drilled into the culvert.<br />
<br />
'''(H9.73)'''<br />
:See Missouri Standard Plans drawing 606.50 for details not shown.<br />
<br />
=== H10. Barriers – Type A, B, C, D and H===<br />
<br />
==== H10a. Cast-In-Place Permanent Barrier====<br />
<br />
'''The following notes shall be placed in the General Notes on the elevation sheet.'''<br />
<br />
'''(H10.0.1) Use note if slip forming is allowed. Add asterisk to all C-bar leader notes and the one fiberglass bar leader note in the elevation of barrier. '''<br />
:'''*''' Slip-formed option only.<br />
<br />
'''(H10.0.2) Both methods may be used unless otherwise specified on Bridge Memorandum.''' <br />
:Conventional forming <u>or slip</u> forming <u>may</u> <u>shall</u> be used. Saw cut joints may be used with conventional forming.<br />
<br />
'''(H10.1) Exclude underlined part for single span bridges. '''<br />
:Top of barrier shall be built parallel to grade <u>with barrier joints (except at end bents) normal to grade</u>.<br />
<br />
'''(H10.2)'''<br />
:All exposed edges of barrier shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H10.3)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier per linear foot.<br />
<br />
'''(H10.4)'''<br />
:Concrete in barrier shall be Class B-1.<br />
<br />
'''(H10.5) Use for Type B, D or H barrier. Include “left” or ”right” and exclude “for each structure” when barriers on each side of the bridge are not the same type. '''<br />
:Measurement of barrier is to the nearest linear foot <u>for each structure</u>, measured along the <u>left</u> <u>right</u> outside top of slab from end of <u>wing to end of wing</u> <u>slab to end of slab</u>.<br />
<br />
'''(H10.7) Use for Type A or C barriers.'''<br />
:Measurement of barrier is to the nearest linear foot, measured along the top of slab at centerline median from end of bridge approach slab to end of bridge approach slab.<br />
<div id="(H10.7.1) Notes shall be used on all barrier curbs"></div><br />
'''(H10.7.1) Use for all barriers (see [[620.5 Delineators (MUTCD Chapter 3F)#620.5.6 Barrier Wall Delineation|Barrier Wall Delineation]]).''' <br />
<br />
:Concrete traffic barrier delineators shall be placed on top of the barrier as shown on Missouri Standard Plans 617.10 and in accordance with Sec 617. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Concrete traffic barrier delineators will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="760px" align="center" <br />
|-<br />
|Below is additional guidance for using Note H10.7.1:<br />
|-<br />
|Bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides of the delineators. For two-lane, one-way traffic, retroreflective sheeting may be on one side only unless crossroad or entranceway traffic is just beyond exit to bridge and wrong way driving is to be discouraged with retroreflective sheeting on both sides of the delineators, (white and red in this case). "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be modified, as required. For Type A and C barriers, retroreflective sheeting should be used on both sides of the delineators where there is not more than four lanes divided. <br />
|-<br />
|On bridges with more than two lanes, retroreflective sheeting is not required on both sides of the delineators. The perception of a narrowing roadway at the bridge is of lesser consequence in terms of requiring guidance devices and does not warrant retroreflective sheeting on both sides of the delineators. "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be removed at the discretion of the design team.<br />
|}<br />
<br />
'''(H10.7.2) '''<br />
:Joint sealant and backer rods shall be in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(H10.7.3) Use note if slip forming is allowed.'''<br />
:For slip-formed option, both sides of barrier shall have a vertically broomed finish and the top shall have a transversely broomed finish.<br />
<br />
'''(H10.7.4) Use for all grade separations except over railroads and county roads.'''<br />
:Plastic waterstop shall not be used with saw cut joints.<br />
<br />
<br />
'''The following three notes shall be placed under section thru barrier.''' <br />
<br />
'''(H10.8)'''<br />
:Use a minimum lap of 2'-6" for #5 horizontal barrier bars.<br />
<br />
'''(H10.9) Areas shown are for standard barrier heights and a two percent cross slope. '''<br />
:The cross-sectional area above the slab is <u>*</u> square feet.<br />
<br />
:{|<br />
|*||2.98 for a Type A barrier. <br />
|-<br />
| ||2.27 for a Type B barrier. <br />
|-<br />
| ||4.69 for a Type C barrier. <br />
|-<br />
| ||3.52 for a Type D barrier.<br />
|-<br />
| ||3.59 for a Type D barrier used as a median. <br />
|-<br />
| ||2.89 for a Type H barrier<br />
|}<br />
<br />
'''(H10.9.1) Add (2) to the dimension for the top of slab to top of the R2 bar. '''<br />
:(2) To top of bar <br />
<br />
<br />
'''The following three notes shall be used for double-tee structures. '''<br />
<br />
'''(H10.10)'''<br />
:Coil inserts shall have a concrete ultimate pullout strength of not less than 36,000 pounds in 5000 psi concrete and an ultimate tensile strength of not less than 36,000 pounds.<br />
<br />
'''(H10.11)'''<br />
:Threaded coil rods shall have an ultimate capacity of 36,000 pounds. All coil inserts and threaded coil rods shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H10.12)'''<br />
:Payment for furnishing and installing coil inserts and threaded coil rods will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
<br />
'''The following two notes, when appropriate, shall be placed under the title of the elevation of barrier. '''<br />
<br />
'''(H10.12.1) Dimensions shall be horizontal unless otherwise specified on Bridge Memorandum. '''<br />
:Longitudinal dimensions are <u>horizontal</u> <u>arc dimensions</u>.<br />
<br />
'''(H10.12.2)'''<br />
:Longitudinal dimensions are along top of <u>barrier</u> <u>outside edge of slab</u> parallel to grade.<br />
<br />
'''The following two notes shall be placed under the permissible alternate bar shape detail. '''<br />
<br />
'''(H10.13) Use R2 for Type D or H barriers, R3 for Type B barrier and M2 for two separate Type D barriers used as a median. Add (4) to the combined #5 bar leader note. Exclude note and associated detail for CIP slabs. '''<br />
:(4) The <u>R2</u> <u>R3</u> <u>M2</u> bar and #5 bottom transverse slab bar in cantilever (prestressed panels only) combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
'''(H10.14) Use R1 for Type B, D or H barriers. Use M1 for two separate Type D barriers used as a median. Add (3) to the two separated #5 bar leader notes. '''<br />
:(3) The <u>R1</u> <u>M1</u> bar may be separated into two bars as shown, at the contractor's option, only when slip forming is not used. (All dimensions are out to out.) <br />
<br />
'''(H10.15) Use note if slip forming is allowed. Place under the part elevation of barrier and add (1) to fiberglass bar leader notes in the section thru saw cut joint and part elevation of barrier. '''<br />
:(1) Four feet long, centered on joint, slip-formed option only<br />
<br />
<div id="Place general notes H10.19,"></div><br />
'''Place general notes H10.19, H10.20 and H10.7.1 on the barrier at end bents sheet with notes H10.19 and H10.20 under the Reinforcing Steel heading. '''<br />
<br />
'''(H10.19)'''<br />
<br />
:Minimum clearance to reinforcing steel shall be 1 1/2" except as shown for bars embedded into end bent. <br />
<br />
'''(H10.20) Use for Type B barrier only. Use 2’-4” and K10 bars for barrier ending on wing walls adding K13 bars with two different wing lengths. Will need to add more bars if more than two different wing lengths exist. Use 2’-6” and R6 bars for barrier ending on bridge deck. '''<br />
:Use a minimum lap of <u>2'-4"</u> <u>2’-6”</u> between K9 and <u>K10 or K13</u> <u>R6</u> bars. <br />
<br />
'''(H10.21) Place note under the K Bar Permissible Alternate Shape detail on the barrier at end bents sheet. Use K1 and K2 for Type B barrier; K9 and K10 for Type D barrier; K3 and K5 for Type H barrier. '''<br />
:The <u>K1 and K2</u> <u>K9 and K10</u> <u>K3 and K5</u> bar combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
==== H10b. Precast Temporary Barrier====<br />
<br />
'''(H10.90)'''<br />
:Method of attachment for temporary barrier shall be <u>tie-down strap</u> <u>bolt through deck</u>.<br />
<br />
'''(H10.91)'''<br />
:Temporary barrier shall not be attached to the bridge.<br />
<br />
=== H11. Fences and Sidewalks ===<br />
<br />
'''Pedestrian Chain Link Fence: General Notes'''<br />
<br />
'''(H11.1)'''<br />
:Pedestrian chain link fence shall be in accordance with Sec 1043 except all fabric shall have the top and bottom edges knuckled and pipe members shall be in accordance with ASTM F1043, high strength grade (minimum yield = 50 ksi) heavy industrial steel pipe Group 1A.<br />
<br />
'''(H11.2) Omit underlined portion when fence post is attached to back face of barrier.'''<br />
:All posts shall be vertical. <u>Grout shall be placed under the post base plates in accordance with Sec 1066</u>.<br />
<br />
'''(H11.3)'''<br />
:Payment for furnishing, galvanizing and erecting the fence and frame complete in place will be considered completely covered by the contract unit price for (<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) per linear foot.<br />
<br />
'''(H11.4)'''<br />
:Dimensions of pedestrian chain link fence are measured horizontally.<br />
<br />
'''(H11.5)'''<br />
:The maximum spacing allowed between pull post and end posts is 100 feet. Post brace and 1/2-inch diameter truss rod are required for panels adjacent to pull post and end posts only. Connect the lower end of truss rod to bottom of pull posts and end posts to which the stretcher bar is attached.<br />
<br />
:Rail clamps, dome cap, bands, tie wires, stretcher bars and truss rod connections shall be in accordance with the manufacturer's recommendations. The truss rod and truss rod connections shall have a minimum capacity of 2000 pounds. Dome cap shall fit tightly. <br />
<br />
:Expansion joints shall be placed in the horizontal pieces at not more than 30-foot centers and at all joint filler locations in the <u>curb</u> <u>barrier</u> with a minimum gap of 3/8 inch at 60° degrees F.<br />
<br />
'''(H11.6) Use underline information when fence attached to back face of barrier.'''<br />
:Steel for truss rods shall be ASTM A709 Grade 36. <u>Steel for post straps shall be ASTM A709 Grade 50. Neoprene bearing pads shall be 50 durometer and shall be in accordance with Sec 716.</u><br />
<br />
'''(H11.7) Use when fence attached on top of curb.'''<br />
:Steel for base plate shall be ASTM A709, Grade 50. <br />
<br />
'''(H11.8)'''<br />
:Contractor shall submit complete detailed shop drawings in accordance with Sec 1080.<br />
<br />
'''(H11.9)''' <br />
:All <u>base plates</u>, <u>straps</u>, <u>U-bolts</u>, <u>resin anchors</u>, hex nuts, and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:<u>U-bolts</u> <u>resin anchors</u> shall be ASTM F1554 Grade 36.<br />
<br />
:'''Note: Use note I2.1, I2.2 and I2.3 when fence post attached to back face of barrier.'''<br />
<br />
'''(H11.10) Place following note with new barrier details when fence post attached to back face of barrier.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for chain link fence.<br />
<br />
'''(H11.11) Use applicable underlined portion per pedestrian fence.'''<br />
:(<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) will be measured to the nearest linear foot for each structure, measured along the centerline fence from end of fence to end of fence.<br />
<br />
'''(H11.12)'''<br />
:Chain link wire fabric shall be 9 gage minimum, 2-inch diamond mesh.<br />
<br />
'''(H11.13)'''<br />
:The chain link fence shall be built in accordance with Sec 607 and Sec 1043.<br />
<br />
'''(H11.14)'''<br />
:For details of <u>pedestrian curb</u> <u>barrier</u>, see sheet No. _.<br />
<br />
'''(H11.15) Place following note with pedestrian curb or barrier details.'''<br />
:For pedestrian chain link fence, see sheet No. _.<br />
<br />
<br />
'''Sidewalks'''<br />
<br />
'''(H11.20)'''<br />
:All exposed edges of sidewalk shall have either a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H11.21)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Sidewalk (Bridges) per sq. foot.<br />
<br />
'''(H11.22)'''<br />
:Concrete in the sidewalk shall be Class B-2.<br />
<br />
'''(H11.23)'''<br />
:Measurement of the sidewalk is to the nearest square foot for each structure, measured horizontally from the outside face of barrier to the outside edge of sidewalk and from end of slab to end of slab.<br />
<br />
<br />
'''Decorative Fencing and Pedestrian Fencing: Pedestrian Curb (Effective March 1, 2024)'''<br />
<br />
'''(H11.30)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H11.31)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H11.32)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Pedestrian Curb per linear foot. <br />
<br />
'''(H11.33)'''<br />
:Concrete in curb shall be Class B-1. <br />
<br />
'''(H11.34)'''<br />
:Measurement of pedestrian curb is to the nearest linear foot for each structure, measured along the outside top of curb from end of curb to end of curb. <br />
<br />
'''(H11.35)'''<br />
:Center of posts shall clear curb joints or ends by at least 6 inches. <br />
<br />
'''(H11.36)'''<br />
:Minimum lap for longitudinal R-bars is 2'-7".<br />
<br />
<br />
'''Decorative Fencing: Pedestrian Fence (Effective March 1, 2024)'''<br />
<br />
'''(H11.37)'''<br />
:These details are a general representation of a Decorative Pedestrian Fence. The actual fence components and component positions may be different than what is shown. <br />
<br />
'''(H11.38)'''<br />
:Fence shall have a gloss black finish (Federal Standard #17038). See special provisions.<br />
<br />
'''(H11.39)'''<br />
:<u>Base plate</u> <u>Connection angle</u> shall be ASTM A709, Grade 50.<br />
<br />
'''(H11.40) Use anchors instead of U bolts where the top of barrier is less than 9 inches wide or when the barrier is to be slip–formed and fence post is attached to back face of barrier.'''<br />
:All <u>base plates</u> <u>connection angles</u>, <u>U-bolts,</u> <u>resin anchors,</u> hex nuts and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''(H11.42)'''<br />
:Measurement of decorative pedestrian fence will be made horizontally and to the nearest linear foot along centerline fence.<br />
<br />
'''(H11.43) Heights available in standard pay items are 30 in., 48 in., 60 in., 72 in. & 96 in.'''</br><br />
:Payment for furnishing and erecting the fence complete in place will be considered completely covered by the contract unit price for (__ in.) Decorative Pedestrian Fence (Structures).<br />
<br />
'''(H11.44)'''<br />
:All fence posts shall be vertical.<br />
<br />
'''(H11.45)'''<br />
:Grout shall be placed under the post <u>base plates</u> <u>connection angles (horizontal leg)</u> in accordance with Sec 1066.<br />
<br />
'''(H11.46)'''<br />
:Decorative pedestrian fencing shall be in accordance with 2020 AASHTO LRFD Bridge Design Specifications, 9th Ed.<br />
<br />
'''(H11.47)'''<br />
:Shop drawings and structural calculations will not be required for the decorative pedestrian fences on the Bridge Pre-qualified Products List.<br />
<br />
'''(H11.48)'''<br />
:All materials used in fabrication and construction of the decorative pedestrian fencing shall be in accordance with the manufacturer's specifications, except as modified in the contract documents. <br />
<br />
'''(H11.49)'''<br />
:Decorative pedestrian fencing system shall be supplied by only one manufacturer. Decorative pedestrian fencing system shall include all components except the <u>resin anchors</u> <u>U-bolts</u> and hardware<u>, and #4 bars welded to the U-bolts</u>. The assembly of the pickets to the rails and the rails to the posts shall be the same as the style mentioned for the manufacturer.<br />
<br />
'''(H11.50)'''<br />
:See Bridge Pre-qualified Products List (BPPL) for a list of approved manufacturers.<br />
<br />
'''(H11.51) Omit this note if resin anchors are used.'''<br />
:Substitution for the U-bolt cages will not be permitted.<br />
<br />
'''(H11.52) Omit this note if resin anchors are used.''' <br />
:U-bolts shall be ASTM F1554 Grade 36.<br />
<br />
'''(H11.53) Omit this note if resin anchors are used.'''<br />
:For details of pedestrian curb, see sheet No. __.<br />
<br />
'''(H11.54) Place following note with pedestrian curb or barrier details.'''<br />
:For details of decorative pedestrian fence, see sheet No. __.<br />
<br />
'''Use note (H11.55) to (H11.57) where the top of barrier is less than 9 inches wide or when the barrier is to be slip – formed and fence post attached to back face of barrier.'''<br />
<br />
'''(H11.55)'''<br />
:Resin anchors shall be ASTM F1554 Grade 36.<br />
<br />
'''Use note I2.1, I2.2 and I2.3.'''<br />
<br />
'''(H11.56)'''<br />
:For details of barrier, see sheet No. ___.<br />
<br />
'''(H11.57) Place following note with new barrier details.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for decorative fence.<br />
<br />
=== H12. Miscellaneous ===<br />
<br />
'''Construction Joint'''<br />
<br />
'''(H12.1)'''<br />
:Finish each side of joint with a 1/4 inch radius edging tool.<br />
<br />
'''Pin and Flat Hexagonal Nut'''<br />
<br />
<br />
'''(H12.2)'''<br />
:{|cellpadding="0"<br />
|Material:||Pin = ASTM A668 (Class F)<br />
|-<br />
|&nbsp;||Nut = ASTM A709 Grade 36<br />
|}<br />
<br />
<br />
'''Plastic Waterstop (Use in the barrier joints and parapet joints as specified in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.3 Plastic Waterstops|EPG 751.12.1.2.3 Plastic Waterstops]])'''<br />
<br />
'''(H12.3)'''<br />
:Plastic waterstop shall be placed in all formed joints, except structures with superelevation, use on lower joints only.<br />
<br />
'''(H12.4)'''<br />
:Cost of plastic waterstop, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
'''Sign Supports'''<br />
<br />
'''(H12.5)'''<br />
:Payment for furnishing and placing anchor bolts for sign supports will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H12.6)'''<br />
:Payment for furnishing and erecting approximately <u>&nbsp;&nbsp;&nbsp;</u> pounds of steel for sign supports will be considered completely covered by the contract lump sum price for Fabricated Sign Support Brackets.<br />
<br />
<br />
'''Plan of Slab: All Structures'''<br />
<br />
'''(H12.8)'''<br />
:Longitudinal slab dimensions are measured horizontally.<br />
<br />
== I. Revised Structures Notes ==<br />
<br />
<br />
=== I1. General ===<br />
<br />
'''(I1.0.1) Use “slab surface” for deck replacements. '''<br />
:Roadway surfacing adjacent to bridge ends shall match new bridge <u>slab surface</u> <u>wearing surface</u> (roadway item). <br />
<br />
'''(I1.0.2) '''<br />
:All concrete repairs shall be in accordance with Sec 704, unless otherwise noted. <br />
<br />
'''(I1.0.3) Use note when required for rush jobs.'''<br />
:Qualified special mortar in accordance with job special provisions may be used for half-sole repair <u>and deck repair with void tube replacement</u>.<br />
<br />
'''(I1.1)'''<br />
:Outline of existing work is indicated by light dashed lines. Heavy lines indicate new work.<br />
<br />
'''(I1.2)'''<br />
:Contractor shall verify all dimensions in field before finalizing the shop drawings. <br />
<br />
'''(I1.3)'''<br />
:Bars bonded in existing concrete not removed shall be cleanly stripped and embedded into new concrete where possible. If length is available, existing bars shall extend into new concrete at least 40 diameters for plain bars and 30 diameters for deformed bars, unless otherwise noted.<br />
<br />
<br />
'''Use Notes I1.4 and I1.5 where a broken concrete surface has no new concrete against it. Use bituminous paint below ground line and qualified special mortar above ground line.'''<br />
<br />
'''(I1.4)'''<br />
:The area exposed by the removal of concrete and not covered with new concrete shall be coated with an approved <u>bituminous paint</u> <u>qualified special mortar in accordance with Sec 704</u>.<br />
<br />
'''(I1.5) Use with joint filler joints with Asphaltic Concrete Wearing Surface.'''<br />
:Joint shall be cleaned per the manufacturer's recommendations. Cost of Concrete and Asphalt Joint Sealer and Backer Rod will be considered completely covered by contract unit price per other items included in the contract.<br />
<br />
'''(I1.6) Use as an asterisk note when tinting is specified on Bridge Memorandum adding corresponding asterisk to slab edge repair and superstructure repair (unformed) leader notes.'''<br />
:Match existing concrete color. Apply tinted sealer to blend repair to existing concrete.<br />
<br />
'''(I1.7) Effective for redeck jobs in June 2024 letting and later.'''<br />
:For adjusted girder deflection due to weight of new deck and barriers, see Bridge Electronic Deliverables.<br />
<br />
<br />
'''Concrete Slab with Wearing Surface'''<br />
<br />
'''(I1.10) Use note for all wearing surfaces except epoxy polymer wearing surfaces.'''<br />
:In order to maintain grade and a minimum thickness of wearing surface as shown on plans it may be necessary to use additional quantities of wearing surface at various locations throughout the structure. The cost of furnishing and installing the wearing surface will be considered completely covered in the contract unit price, including all additional labor, materials or equipment for variations in thickness of wearing surface.<br />
<br />
'''(l1.11) Use note for chip seals and polymer wearing surfaces.'''<br />
:The contractor shall exercise care to ensure spillage over joint edges is prevented and that a neat line is obtained along any terminating edge of the wearing surface.<br />
<br />
'''(l1.12) Use note only with preventive maintenance jobs.'''<br />
:Concrete for repairing concrete deck shall be a qualified special mortar in accordance with Sec 704 instead of the Class B-2 or B-1 concrete.<br />
<br />
'''(I1.13) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional concrete wearing surface and optional very early strength concrete wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional <u>Very Early Strength</u> Concrete Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Concrete Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Low Slump Concrete Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Silica Fume Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|CSA Cement Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional <u>very early strength</u> concrete wearing surfaces listed in<br/>the table. The optional <u>very early strength</u> concrete wearing surface method of measurement and<br/>basis of payment shall be in accordance with Sec 505. <br />
|}<br />
<br />
<br />
'''(I1.14) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional polymer wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Polymer Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Polymer Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Epoxy Polymer Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|MMA Polymer Slurry Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional polymer wearing surfaces listed in the<br/>table. The optional polymer wearing surface method of measurement and basis of<br/>payment shall be in accordance with Sec 623. <br />
|}<br />
<br />
'''(I1.15) Use note when specified on Bridge Memorandum.'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a black beauty type aggregate.<br />
<br />
'''(l1.16) Use note when specified on Bridge Memorandum. Requires non-standard special provision [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513].'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a high friction (HFST) aggregate in accordance with special provisions.<br />
<br />
'''(l1.17) Use note when specified on Bridge Memorandum.'''<br />
:Reflective deck cracks shall be treated in accordance with Sec 623. <br />
<br />
'''(l1.18) Use note with polyester polymer concrete (PPC) wearing surfaces.'''<br />
:Polyester polymer concrete may be substituted for Class B-2 concrete at locations of half-sole and full depth repairs. Deck repairs using polyester polymer concrete shall be placed following the procedures recommended by the manufacturer. The maximum lift height recommended by the manufacturer is not to be exceeded. Monolithic repairs are permitted when half the diameter or less of the top bar is exposed.<br />
<br />
<br />
'''Removal and Storage of Existing Bridge Rails'''<br />
<br />
'''(I1.20)'''<br />
:The existing bridge rails <u>and posts</u> shall be stored at a location as designated by the engineer on the MoDOT Maintenance Lot at <u>&nbsp;&nbsp;&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Extension of Box Culverts'''<br />
<br />
'''(I1.41)'''<br />
:Bottom of top slab, top of bottom slab, and inside faces of walls shall be built flush with the existing structure.<br />
<br />
'''(I1.42)'''<br />
:Bottom of new slab shall be built flush with the bottom of slab of the existing box and the height of walls varied as necessary to extend the walls into rock as specified.<br />
<br />
<div id="Making End Bents Integral"></div><br />
'''Making End Bents Integral'''<br />
<br />
'''(I1.51)'''<br />
:The exposed and accessible surfaces of the existing structural steel and bearings that will be encased in concrete shall be cleaned with a minimum of SSPC-SP-3 surface preparation and coated with a minimum of one coat of gray epoxy-mastic primer (non-aluminum) in accordance with Sec 1081 to produce a dry film thickness of not less than 3 mils before concrete is poured. The surface preparation and coating for girders shall extend a minimum of one foot outside the face of the girder encasement. Payment for cleaning and coating steel to be encased in concrete will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(I1.52) Use the underlined portion that matches the pay item listed in the Estimated Quantities table. Do not use “Reinforcing Steel” if it is listed in the Estimate Quantities for Slab on Steel table.'''<br />
:The ___ bars are segmented for ease of placement through girder web holes. The total bar length for ___ bars shown in Bill of Reinforcing Steel allows for one lap splice with a length of ___. Actual bar segment lengths to be determined by contractor for ease of installing bars. The contractor may use a mechanical bar splice in lieu of a lap splice. When a mechanical bar splice is used, the actual bar segment length will be determined by the contractor to accommodate manufacturer's recommendations for installation and ease of construction. The cost of furnishing and installing the bar splices will be considered completely covered by the contract unit price for <u>Reinforcing Steel</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>. No adjustment of the quantity of reinforcing steel will be allowed for the use of mechanical bar splices.<br />
<br />
'''(I1.53)'''<br />
:Cost of field drilling holes in existing <u>plate girder</u> <u>wide flange beam</u> webs will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''Curb Block-Out'''<br />
<br />
'''(I1.60)'''<br />
:7/8"&oslash; Threaded Rods with nuts and washers shall be used in place of 7/8"&oslash; Bolts (ASTM A307).<br />
<br />
'''(I1.61)'''<br />
:1"&oslash; holes shall be drilled through existing end post for placement of 7/8"&oslash; threaded rods, nuts, and washers.<br />
<br />
'''(I1.62) Use the following note for curb blockouts on curb and parapet rails with handrails where asbestos is present.'''<br />
: Asbestos (Friability Category II NF) has been detected in the insulation compound between the top of the existing concrete parapet and the base of the existing handrail posts. The contractor has the option to remove the handrail and posts or leave in place. Should the contractor elect to remove the handrail and posts, the contractor will be required to use a licensed abatement contractor during the removal. No direct payment will be made for removal of the handrail and posts, or for asbestos abatement. The described work will be considered completely covered by the contract unit price for other items in the contract.<br />
<br />
<br />
'''In "General Notes:" section of plans, place the following note under the heading "Miscellaneous:" when existing longitudinal dimensions are used.'''<br />
<br />
'''(I1.63)'''<br />
:Longitudinal dimensions are based on the original design plans.<br />
<br />
'''In "General Notes:" section of plans, place the following two notes under the heading "Beam Support:" when strengthening existing beams under traffic.'''<br />
<br />
'''(I1.64''')<br />
:All existing beams in the span being strengthened shall be raised simultaneously Dimension H at jacking point and supported during welding of new steel plates.<br />
<br />
'''(I1.65)'''<br />
:The temporary supports must be capable of safely supporting a service load of approximately Load J tons per beam (factor of safety not included). See special provisions.<br />
<br />
'''(I1.66)'''<br />
:<math>\, *</math> Scarification not required for Asphaltic Concrete, MMA Polymer Slurry and Epoxy Polymer Wearing Surfaces. <br />
<br />
<div id="Rock Blanket"></div><br />
<br />
'''Rock Blanket'''<br />
<br />
'''(I1.70) Use note for redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA.'''<br />
<br />
:The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item)<br />
<div id="(I1.71) Use"></div><br />
'''(I1.71) Use only when specified on the Bridge Memo or Design Layout.'''<br />
<br />
:Rubblized concrete from the existing bridge deck that qualifies as clean fill may be placed on spill slopes at end bents above ordinary high water line (Roadway item).<br />
<br />
=== I2. Resin & Cone Anchors ===<br />
<br />
'''Use Resin Anchors unless concrete depths are insufficient.'''<br />
<br />
'''(I2.1)'''<br />
:The contractor shall use one of the qualified resin anchor systems in accordance with Sec 1039.<br />
<br />
'''(I2.2) * Pay item in which resin anchor system is embedded.'''<br />
:Cost of furnishing and installing the resin anchor systems, complete in place, will be considered completely covered by the contract unit price for <u>*</u>.<br />
<br />
'''(I2.3)'''<br />
:The minimum embedment depth in concrete with f'<sub>c</sub> = 4,000 psi for the resin anchor systems shall be that required to meet the minimum ultimate pullout strength in accordance with Sec 1039 but shall not be less than 5".<br />
<br />
'''Note to designer:'''<br/>A minimum factor of safety of 2 should be used when determining the number of anchors to be used.<br />
<br />
'''(I2.4)(Use when reinforcing steel is substituted for the threaded rod stud.)'''<br />
:<u>A</u> <u>An epoxy coated</u> #<u>****</u> Grade 60 reinforcing bar <u>*****</u> long shall be substituted for the <u>******</u>&oslash; threaded rod.<br />
<br />
<br />
{|<br />
|****||Bar size.<br />
|-<br />
|*****||Length of bar required by design.<br />
|-<br />
|******||Diameter of threaded rod.<br />
|}<br />
<br />
<br />
'''Cone Expansion Anchors'''<br />
<br />
'''(I2.30) *** Pay item in which cone expansion anchor is embedded.'''<br />
:Cost of furnishing and installing cone expanson anchor will be considered completely covered by the contract unit price for <u>***</u>.<br />
<br />
'''(I2.31)'''<br />
:The <u>*</u>" diameter cone expansion anchors shall have a minimum ultimate pullout strength of <u>**</u> lbs. in concrete with f'<sub>c</sub> = 4,000 psi.<br />
<br />
{|style="text-align:center;" <br />
|-<br />
|width="100pt"|* DIAMETER||width="100pt"|** PULLOUT<br />
|-<br />
|3/8"||3,900<br />
|-<br />
|1/2"||7,500<br />
|-<br />
|5/8"||10,800<br />
|-<br />
|3/4"||12,000<br />
|}<br />
<br />
=== I3. Special Repair Zones - Deck Repair Notes for CIP Continuous Concrete Box Girder, Voided Slab and Solid Slab Spans (Notes for Bridge Standard Drawings RHB03 & RHB04)===<br />
<br />
'''Use applicable notes I3.1 thru I3.6 under the special repair zones heading in the deck repair notes. The special repair zones heading shall follow the order of repair heading.'''<br />
<br />
'''(I3.1) Use for structures using conventional deck repair only (no hydro demolition). '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed prior to work in Zone A. <br />
<br />
'''(I3.2) Use for structures with multiple column bents.''' <br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are completed and properly cured.</u><br />
<br />
'''(I3.3) Use for structures with single column bents. '''<br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time except for the zones directly adjacent to the centerline of bent. If either of the zones adjacent to centerline of bent has a single repair area of over 10 square feet or a total repair area of over 20 square feet, that zone shall be repaired before removing concrete in the other zone of the same designation at that bent. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are complete and properly cured.</u><br />
<br />
'''(I3.4) Use for hydro demolition projects. '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed post-hydro demolition. <br />
<br />
'''(I3.5)'''<br />
:Removal and deck repair shall be completed in one special repair zone and concrete shall have attained a compressive strength of 3200 psi before work can be started in the next special repair zone.<br />
<br />
'''(I3.6) Use for voided or solid slab structure.'''<br />
:If any single repair area does not exceed 4 square feet in size and the total repair area within a special repair zone does not exceed 12 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''Use for voided slab structures, place applicable notes I3.10 thru I3.12 under the void repair heading in the deck repair notes. The void repair heading shall follow the special repair zones heading.'''<br />
<br />
'''(I3.10) '''<br />
:Any damage sustained to the void tube as a result of the contractor's operations shall be patched or replaced as required by the engineer at the contractor's expense. <br />
<br />
'''(I3.11) Underline portion only required for Hydro Demo Case 2 details.'''<br />
:An exposed void in the deck shall be patched as approved by the engineer in a manner that shall maintain the void area completely free of concrete. Cost of patching an exposed void will be considered completely covered by the contract unit price for Half-Sole Repair <u>inside special repair zones and Monolithic Deck Repair outside special repair zones</u>. <br />
<br />
'''(I3.12) Use when deck repair with void tube replacement is required.'''<br />
:When a deteriorated portion of the void tube is beyond the point of patching as determined by the engineer, the portion of the deteriorated void tube shall be replaced. The void area shall be maintained completely free of concrete. Cutting of the longitudinal reinforcing steel will not be permitted. The fiber tubes for producing the voids shall have an outside diameter with the wall thickness the same as the existing tubes and anchored at not more than the original spacing. Cost of replacing the void tube will be considered completely covered by the contract unit price for Deck Repair with Void Tube Replacement. Measurement will be horizontal projection of the area of exposed tube in plan.<br />
<br />
<br />
'''Use for box and deck girder structures, place applicable notes I3.16 thru I3.22 as a continuation of the special repair zones heading in the deck repair notes. '''<br />
<br />
'''(I3.16)'''<br />
:Total width of full depth repair shall not exceed 1/3 of the deck width at one time. For any area of deck repair that extends over a web and is more than 18 inches in length along the web, the concrete removal <u>including removal with hydro demolition</u> shall stop at the centerline of web and repair completed in this area. Prior to continuing work in this area, the concrete shall have attained a compressive strength of 3200 psi. No traffic shall be permitted over the web that is undergoing repair. <br />
<br />
'''(I3.17)'''<br />
:When the full depth repair extends over a diaphragm or web and the deteriorated concrete extends into the diaphragm or web, all deteriorated concrete shall be removed and replaced as full depth repair. Concrete in webs shall not be removed below the slab haunch of the girder without prior review and approval from the engineer.<br />
<br />
<br />
'''Use notes I3.20 and I3.22 for box girder structures only. '''<br />
<br />
'''(I3.20)'''<br />
:Interior falsework installed by the contractor resting on the bottom slab shall be removed where entry access is available.<br />
<br />
'''(I3.21) This applies for each zone and not similarly lettered zones as a group. '''<br />
:If any single repair area does not exceed 9 square feet in size and the total repair area within a special repair zone does not exceed 27 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''(I3.22)'''<br />
:Half-sole repair in the special repair zone, on either side of the intermediate bents, shall be to a depth that will not expose half the diameter of the longitudinal reinforcing bar. Full depth repair shall be made when removal of deteriorated concrete exposes half or more of the diameter of the longitudinal reinforcing bar. <br />
<br />
'''(I3.30) Use for hydro demolition projects.''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; (2) equals ¼ inch; and (3) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface plus (1) of existing deck.</u><br />
:<u>2. Power wash deck to identify sound and unsound existing deck repair.</u><br />
:3. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. <u>Removal of existing deck repair</u><br />
::<u>b.</u> Half-sole repair<br />
::<u>c. Deck repair with void tube replacement</u><br />
::<u>d. Full depth repair</u><br />
:<u>4. Outside special repair zones, remove existing deck repair.</u><br />
:5. Complete total surface hydro demolition, removing (2) minimum of sound concrete inside special repair zones and removing (3) minimum of sound concrete and all deteriorated concrete outside special repair zones.<br />
:6. Sound deck and if needed complete incidental concrete removal.<br />
:''(Guidance: Use for Case 1 RHB03)''<br />
:<u>7. Outside special repair zones, complete full depth repair.</u><br />
:''(Guidance: Use for Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:<u>7. Outside special repair zones, complete the following repairs:</u><br />
::<u>a. Half-sole repair</u> ''(Guidance: Case 2 RHB04)''<br />
::<u>b. Deck repair with void tube replacement</u> ''(Guidance: Case 1 & 2 RHB04)''<br />
::<u>c. Full depth repair</u> ''(Guidance: Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:8. Place new wearing surface including additional material for areas of monolithic deck repair.<br />
<br />
'''(I3.31) Use for non-hydro demolition projects (conventional deck repair only).''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface</u> <u>plus (1) of existing deck.</u><br />
:2. Sound deck to identify areas in need of repair.<br />
:3. Outside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:4. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:5. Place new wearing surface.<br />
<br />
===I4. Fiber Reinforced Polymer (FRP) Wrap - Bent Cap Shear Strengthening===<br />
<br />
'''(I4.1)''' <br />
:Design force is the factored shear force at any cross section in each design region that shall be resisted entirely by the FRP reinforcement.<br />
<br />
'''(I4.2)''' <br />
:See special provisions.<br />
<br />
===I5. Fiber Reinforced Polymer (FRP) Wrap – Intermediate Bent Column Strengthening for Seismic Details for Widening. Report following notes on Intermediate bent plan details.===<br />
<br />
'''(I5.1)''' <br />
:Factored axial resistance of new columns = _____ kip and factored axial resistance of existing columns = _____ kip. The factored axial resistance of the existing column with FRP wrap shall not be less than the factored axial resistance of the new columns.<br />
<br />
'''(I5.2)''' <br />
:See special provisions.<br />
<br />
== J. MSE Wall Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== J1. General ===<br />
<br />
'''(J1.1)'''<br />
:For strength limit state and <u>extreme event limit state</u>, the wall designer to confirm that the minimum Capacity to Demand Ratio (CDR) for bearing, sliding, overturning, eccentricity, and internal stability is greater than equal to 1.0. MSE wall designer shall include this note on shop drawings.<br />
:<u>For Extreme Event I limit state, the wall designer shall design wall for Ɣ<sub>EQ</sub> = 0.5.</u><br />
<br />
'''(J1.2) Use either or both factored bearing resistance notes for foundation ground with appropriate value(s) as determined by the Geotechnical Section and reported in the Foundation Investigation Geotechnical Report times resistance factor and use the following maximum applied factored bearing stress instructional note. Extreme event portions of the instructional note shall be included when seismic design is required for category B, C, or D or when collision loads are considered.'''<br />
:<u>For unimproved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:<u>For improved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:The maximum applied factored bearing stress for the strength <u>and extreme event</u> limit state(s) at the foundation level shall be shown on the shop drawings and shall be less than the factored bearing resistance.<br />
<br />
'''(J1.3) Use the underlined portion when limits of improved foundation ground is required by Geotechnical Section.''' <br />
:Factored bearing resistance <u>and limits of improved foundation ground</u> shall be used as shown on the plans. No adjustments are allowed.<br />
<br />
'''(J1.4) Use for MSE walls that support another structure foundation (i.e. support abutment fill, building or Bridge MSE wall) in SDC B or C (seismic zone 2 or 3). Use for all MSE walls in SDC D.''' <br />
:<u>Seismic analysis provisions shall not be ignored for MSE wall design.</u><br />
<br />
'''(J1.5) Use for MSE walls that do not support another structure foundation (i.e. Not supporting abutment fill or building (District MSE wall) in SDC B or C (seismic zone 2 or 3)) and only if Geotechnical report allow otherwise use note J1.4. Use note J1.4 for all MSE walls in SDC D.''' <br />
:<u>No-Seismic-Analysis provisions may be considered for MSE wall design in accordance with LRFD 11.5.4.2.</u><br />
<br />
'''(J1.6) Use for MSE walls when traffic barrier is provided in front of MSE wall.'''<br />
:The cost of joint filler and joint seal, complete in place, will be considered completely covered by the contract unit price for Concrete Traffic Barrier (Type <u>B</u> <u>D</u>). See Roadway Plans. <br />
<br />
'''(J1.7)'''<br />
:&oslash;<sub>b</sub> = <u>&nbsp; &nbsp;</u>&deg; and Unit weight, Ɣ<sub>b</sub> = ___pcf for retained backfill material to be retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.8) Use either or both foundation parameter notes for foundation ground as determined by the Geotechnical Section and reported on the Foundation Investigation Geotechnical Report.'''<br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for unimproved foundation ground where wall is to bear.</u><br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for improved foundation ground where wall is to bear.</u><br />
<br />
'''(J1.9)'''<br />
:Contractor shall include design ø<sub>r</sub> (actual ø<sub>r</sub> &ge; 34&deg; and the total unit weight, Ɣ<sub>r</sub>, for the select granular backfill (reinforced backfill and wedge area backfill) for structural systems on shop drawings. Contractor shall identify source of select granular backfill material, submit proctor in accordance with AASHTO T 99 (ASTM D698) and gradation with the shop drawings. When backfill material is too coarse to develop a proctor curve the contractor shall determine the maximum dry density (relative density) in accordance with ASTM D4253 and ASTM D4254 and assume percent passing the 200 sieve for optimum water content.<br />
<br />
:Total unit weight, Ɣ<sub>r</sub> = (95% compaction) x (maximum dry density) x (1 + optimum water content) <br />
<br />
'''(J1.10)'''<br />
:Design Ф<sub>r</sub> = 34&deg; for the select granular backfill (reinforced backfill) only for structural systems.<br />
<br />
'''(J1.11)'''<br />
:All concrete for leveling pad <u>and coping</u> shall be Class B or B-1 with f'<sub>c</sub> = 4000 psi.<br />
<br />
'''(J1.12) '''<br />
:The minimum compressive strength of concrete for <u>precast modular panel</u> <u>precast modular (drycast and wetcast) block</u> shall be 4,000 psi in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1052].<br />
<br />
'''(J1.13) For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Use this note if epoxy coated reinforcements required for MSE wall.'''<br />
:Precast modular panel, drycast modular, wetcast modular block and coping (or capstone) reinforcement shall be epoxy coated.<br />
<br />
'''(J1.14)'''<br />
:Soil reinforcement shall be spaced to avoid roadway drop inlet behind wall.<br />
<br />
'''(J1.15)'''<br />
:A filter cloth meeting the requirements for a Separation Geotextile material shall be placed between the select granular backfill for structural systems and the backfill being retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.16) Use for all precast modular panel wall systems.'''<br />
:Minimum 18” wide geotextile strips shall be centered at vertical and horizontal joints of panel. Geotextile material shall be adhered to back face of panel using an adhesive compound supplied by the manufacturer. All edges of each fabric strip shall provide a positive seal. A minimum 12” overlap shall be provided between spliced filter fabric. <br />
<br />
'''(J1.17) Use for all precast modular panel wall systems.''' <br />
:Coping shall be required on this structure. When CIP coping sections extend beyond the limits of a single panel, bond breaker (roofing felt or other approved alternate) between wall panel and coping is required. Coping joints shall use ¾-inch chamfers and shall be sealed with ¾-inch joint filler. Coping reinforcement shall terminate 1 ½-inch minimum from face of coping joint.<br />
<br />
'''(J1.18) '''<br />
:Wall contractor shall show the following items on the design drawings and/or on the fabricator shop drawings. <br />
::1. Leveling pad horizontal.<br />
::2. Leveling pad length and step elevations shall be based on wall manufacture’s recommendation. Top of leveling pad elevations shall not be higher than theoretical top of leveling pad elevations shown on these plans.<br />
<br />
'''Use for drycast modular block wall system or wetcast modular block wall system unless either wall system is to be built vertical.'''<br />
<br />
'''(J1.19)'''<br />
:The top and bottom elevations are given for a vertical wall. The height of the wall shall be adjusted as necessary to fit the ground slope and the concrete leveling pad shall be adjusted as necessary to account for the wall batter. If a fence is built on an extended gutter, then the height of the wall shall be adjusted further.<br />
:The baseline of the wall shown is for a vertical wall. This baseline shall correspond to Elevation _____.<br />
<br />
'''(J1.20)'''<br />
:The contractor shall be solely responsible to coordinate construction of the wall with bridge and roadway construction and ensure that the bridge and roadway construction, resulting or existing obstructions, shall not impact the construction or performance of the wall. Soil reinforcement shall be designed and placed to avoid damage by pile driving, guardrail post installation, utility and sign foundations. (See Roadway and Bridge plans.)<br />
<br />
'''PREQUALIFIED MSE WALL SYSTEMS'''<br />
<br />
'''(J1.21) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
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!colspan="6" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|MSE Wall Systems Data Table<br />
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!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Proprietary Wall<br/>Systems<br />
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!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Manufacturer<br />
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!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing<br/>Unit<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Geogrid<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Geogrid<br />
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|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
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|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
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!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
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|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
|colspan="6" align="left"|MSE Wall Systems Data Table is to be completed by MoDOT construction personnel<br/> to record the manufacturer of the proprietary wall system or the manufacturers of the<br/>combination wall system that was used for constructing the MSE wall.<br />
|}<br />
<br />
'''(J1.22) Use for all precast modular panel wall systems. Use for drycast modular block wall system or wetcast modular block wall system if either system is to be built vertical.'''<br />
:<u>The MSE wall system shall be built vertical.</u><br />
<br />
'''(J1.23) Use when the type of MSE wall system is not optional.'''<br />
:The MSE wall system shall be a <u>drycast modular block or wetcast modular block</u> <u>precast modular panel</u> wall system.<br />
<br />
'''(J1.24)'''<br />
:Topmost layer of reinforcement shall be fully covered with select granular backfill for structural systems, as approved by the wall manufacturer, before placement of the Separation Geotextile.<br />
<br />
'''(J1.25)''' <br />
:Minimum ____ diameter perforated PVC or PE pipe. <br />
<br />
'''(J1.26)'''<br />
:Manufacturer shall show drain details on design plans to be submitted as shown on MoDOT MSE wall plans and/or roadway plans. <br />
<br />
'''(J1.27)'''<br />
:Contractor shall modify the drain details as shown if it will improve flow as may be the case for a stepped leveling pad, and for an uneven ground line (approval of the engineer required).<br />
<br />
'''(J1.28) '''<br />
:Select granular backfill shall extend a minimum of 12" beyond the end of all soil reinforcement. Where the angle, Ɵ, between the retained backfill excavation/fill line and the horizontal is less than 90°, the wedge area backfill between Ɵ and 90° shall be filled with select granular backfill for structural systems meeting the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010].<br />
::- For 45° < Ɵ ≤ 90°, properties for retained backfill shall be used for active force computations.<br />
::- For Ɵ ≤ 45°, contractor shall have the option to use properties for select granular backfill, Ф<sub>r</sub>, or better aggregate material for active force computations in the wedge area backfill. For active force computations, the angle of internal friction for wedge area backfill material, Ф<sub>r</sub>, shall be limited to 34° unless determined otherwise in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010]. If Ф<sub>r</sub> > 34° is desired for wedge area backfill then test report shall be submitted with manufacturer's design plans. Ф<sub>r</sub> shall not be greater than 40°. Final configuration of this option shall be sent to Geotechnical Section for a new overall global stability analysis. Design Ф<sub>r</sub>° shall be shown on the manufacturer's design plans if used. <br />
:The slope excavation line shall be benched and separation geotextile shall be placed between the retained backfill and either select granular backfill or better aggregate material, and between the select granular backfill and better aggregate material.<br />
:Show range of acceptable theta (Ɵ) angle on shop drawings which must be consistent with design computations and proposed construction of wall. Show active force computation properties (Ф° = Ф<sub>r°</sub> and γ = γ<sub>r</sub> or Ф° = Ф<sub>b°</sub> and γ = γ<sub>b</sub>) on shop drawings and in design computations. Coordination between wall designer (manufacturer) and contractor is required before shop drawing submittal.<br />
<br />
:{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
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!colspan="5" style="background:#BEBEBE"| Material Properties Used In Design<br />
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!colspan="2" style="background:#BEBEBE"|Reinforced Fill/Select Granular Backfill!!colspan="2" style="background:#BEBEBE"|Active Force Computations!! style="background:#BEBEBE" width="125"|Foundation<br />
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|width="80"|ф<sub>r</sub>°||width="80"| γ<sub>r</sub> (pcf) ||width="80"| ф° ||width="80"|γ (pcf) ||width="80"| ø<sub>f</sub>°<br />
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| &nbsp; || || || || <br />
|}<br />
<br />
:MSE Wall designer shall include table on shop drawings and provide values used in the design computations. Effects of cohesion shall be ignored unless approved by the engineer.<br />
<br />
'''Use Notes J1.29 thru J1.33 for all precast modular panel wall systems'''<br />
<br />
'''(J1.29)'''<br />
:Inverted U-shape reinforced capstone may be used in lieu of coping. Panel dowels for level-up concrete shall be required, and provided by manufacturer. The dowels shall be field trimmed to clear the capstone by a minimum of 1 1/2 inches and a maximum of 2 1/2 inches.<br />
<br />
'''(J1.30) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than or equal to 10 feet. <br />
<br />
'''(J1.31)'''<br />
:Aluminized soil reinforcement shall have edges coated with coating material per manufacturer.<br />
<br />
'''(J1.32) Use for MSE Walls when there may be contact between dissimilar metals.'''<br />
:All steel soil reinforcements shall be separated from other metallic elements by at least 3 inches. <br />
<br />
'''(J1.33)''' <br />
:Use default values for the pullout friction factor, F<sup>*</sup>, in accordance with LRFD figure 11.10.6.3.2-2 and default value for scale effect correction factor, α, in accordance with LRFD table 11.10.6.3.2-1. For approved steel strips not shown in LRFD figure 11.10.6.3.2-2, use F<sup>*</sup> ≤ 2.0 at zero depth and F<sup>*</sup> ≤ Tan Ф<sub>r</sub> at 20 feet depth and Фr design = 34°. F<sup>*</sup> and α values shall be shown on the shop drawings.<br />
<br />
'''(J1.34) Use for all MSE wall plans.'''<br />
:The MSE wall system shall be built in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 720].<br />
<br />
'''(J1.35) Use for MSE Walls when there may be obstructions in reinforced soil mass.'''<br />
:The splay angle should be less than 15° and tensile capacity of splayed reinforcement shall be reduced by the cosine of the splay angle. Soil reinforcement shall clear the obstruction by at least 3 inches.<br />
:No reinforcement shall be left unconnected to the wall face or arbitrarily cut/bent in the field to avoid the obstruction.<br />
:Where interference between the vertical obstruction and the soil reinforcement is unavoidable, the design of the wall near the obstruction may be modified using one of the alternatives in FHWA-NHI-10-024, Section 5.4.2. Show detail layout on the drawings. For wall designs with horizontal obstructions in reinforced soil mass, see FHWA-NHI-10-024, Section 5.4.3.<br />
<br />
'''Use Notes J1.36 thru J1.40 for drycast modular block wall systems or wetcast modular block wall systems.'''<br />
<br />
'''(J1.36) Permanent shims for drycast modular block wall systems or wetcast modular block wall systems:'''<br />
:Permanent shims will be sparingly allowed to maintain horizontal and vertical control. The preferable shim shall be made of a plastic material that will not rust, stain, rot or leach onto the concrete and has a minimum compressive strength equal to block wall unit. Steel or wood shims will not be allowed. Shims shall not exceed 3/16 inch in thickness and shall distribute load in order to not induce stress into block wall units. No shim shall be used between the concrete leveling pad and the base course of the block wall.<br />
<br />
'''(J1.37)''' <br />
:Holes shall be 5/8-inch round and extended 4 inches into the third layer of blocks, recessed 2 inches deep by 1 1/2 inches round.<br />
<br />
'''(J1.38)'''<br />
:Rods or reinforcing bars shall be secured by an approved resin anchor system in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1039].<br />
<br />
'''(J1.39)'''<br />
:Recess hole shall be backfilled with non-shrink cement grout.<br />
<br />
'''(J1.40) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than 10 feet. <br />
<br />
'''(J1.41) Use when interior angle between two precast modular panel walls is less than or equal to 70°.'''<br />
:When interior angle between two walls is less than or equal to 70°, the affected portion of the MSE wall shall be designed as an internally tied bin structure with at-rest earth pressure coefficients. Acute angle corner structures shall not be stand-alone separate structures. For additional design steps see (FHWA-NHI-10-024).<br />
<br />
'''Use for all MSE wall plans.''' <br />
<br />
'''(J1.42) '''<br />
:Excavation quantities and pay items are given on the roadway plans. Excavation quantities are based on a soil reinforcement length of _____ ft. The soil reinforcement length may vary based upon the wall design selected by the contractor. Plan excavation quantities will be paid regardless of any actual quantities removed based on the soil reinforcement length and design selected.<br />
<br />
'''(J1.43) For staged bridge construction with MSE walls at the abutments show following note on the plan details when temporary MSE wall is required. Also use note J1.41 when interior angle between two walls is 65° to 70°.'''<br />
:Contractor shall be responsible for the internal stability, external stability, compound stability, and overall global stability of the temporary MSE wall structure. The soil parameters assumed for the temporary MSE wall design shall be those shown on the plan details for the MSE Wall and shown in the foundation report. The contractor shall submit the proposed method of temporary MSE wall construction to the engineer prior to beginning work.<br />
:See special provisions.<br />
<br />
== K. Approach Slab Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== K1. General ===<br />
<br />
'''(K1.1) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:All concrete for the bridge approach slab <u>and sleeper slab</u> shall be in accordance with Sec 503 (f'<sub>c</sub> = 4,000 psi).<br />
<br />
'''(K1.2)'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed fiber expansion joint filler, except as noted.<br />
<br />
'''(K1.3) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab <u>and the sleeper slab</u> shall be epoxy coated Grade 60 with F<sub>y</sub> = 60,000 psi.<br />
<br />
'''(K1.4)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<div id="(K1.5.1)"></div><br />
<br />
'''(K1.5.1) Use for Bridge Approach Slab (Major Road).'''<br />
:The reinforcing steel in the bridge approach slab and the sleeper slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 24 inches for #5 bars and 40 inches for #6 bars, or by mechanical bar splice.<br />
<br />
'''(K1.5.2) Use for Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 26 inches for #4 bars, or by mechanical bar splice.<br />
<br />
'''(K1.6) Use underline portion when mechanical bar splices are required due to staged construction. '''<br />
:Mechanical bar splices shall be in accordance with Sec 710. <u>(Estimated ____ splices per slab) </u><br />
<br />
'''(K1.7)'''<br />
:<math>\, *</math> Seal joint between vertical face of approach slab and wing with sealant in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(K1.11)'''<br />
:The contractor shall pour and satisfactorily finish the <u>bridge</u> <u>semi-deep</u> slab before placing the bridge approach slab.<br />
<br />
'''(K1.12)'''<br />
:Longitudinal construction joints in approach slab <u>and sleeper slab</u> shall be aligned with longitudinal construction joints in <u>bridge</u> <u>semi-deep</u> slab.<br />
<br />
'''(K1.13) Use for Bridge Approach Slab (Major Road)'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the approach slab, including the timber header, sleeper slab, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Major Road) per square yard.<br />
<br />
'''(K1.14a) Use for Bridge Approach Slab (Minor) – Concrete Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the concrete bridge approach slab, including the timber header, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.14b) Use for Bridge Approach Slab (Minor) – Asphalt Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the asphalt bridge approach slab, including tack, curb and Type 5 aggregate base within the pay limits shown, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.15) Use for Bridge Approach Slab (Major Road) and Bridge Approach Slab (Minor Road) – Concrete Slab Only'''<br />
:For concrete approach pavement details, see roadway plans.<br />
<br />
'''(K1.16) Use for Bridge Approach Slab (Major Road)'''<br />
:See Missouri Standard Plan 609.00 for details of Type A curb.<br />
<br />
'''(K1.17) Use for Bridge Approach Slab (Minor Road) – Asphalt Slab Only'''<br />
:See Missouri Standard Plan 609.00 for details of Type S curb. <br />
<br />
'''(K1.18)'''<br />
:With the approval of the engineer, the contractor may crown the bottom of the approach slab to match the crown of the roadway surface.<br />
<br />
'''(K1.19) <font color="purple">[MS Cell]</font color="purple"> Use boxed note for Bridge Approach Slab (Minor Road)'''<br />
<br />
{|style="padding: 0.3em; margin-left:1px; border:1px solid #000000; background:#ffffff" text-align:center; font-size: 95%; width="380px" align="center" <br />
|-<br />
|colspan="2"|MoDOT Construction personnel will indicate the bridge approach slab used for this structure:<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Concrete Bridge Approach Slab<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Asphalt Bridge Approach Slab<br />
|}<br />
<br />
'''(K1.20)'''<br />
:Drain pipe may be either 6" diameter corrugated metallic-coated pipe underdrain, 4" diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4" diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.36_Driven_Piles&diff=58619751.36 Driven Piles2026-05-06T16:08:20Z<p>Hoskir: /* 751.36.5 Design Procedure */ updated per RR4143</p>
<hr />
<div>[[image:Main Page July 17, 2013.jpg|right|350px]]<br />
==751.36.1 General==<br />
<br />
'''Accuracy Required'''<br />
<br />
All capacities shall be taken to the nearest 1 (one) kip, loads shown on plans.<br />
<br />
===751.36.1.1 Maximum Specified Pile Lengths===<br />
<br />
:{|<br />
|Structural Steel Pile||width="25"| ||No Limit<br />
|-<br />
|Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile||width="25"| ||No Limit <br />
|}<br />
It is not advisable to design pile deeper than borings. If longer pile depth is required to meet design requirements, then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as required pile length.<br />
<br />
===751.36.1.2 Probe Pile===<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Asset Management'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
Length shall be estimated pile length + 10’.<br />
<br />
When probe piles are specified to be driven-in-place, they shall not be included in the number of piles indicated in the [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table “FOUNDATION DATA” Table].<br />
<br />
===751.36.1.3 Static Load Test Pile===<br />
<br />
When Static Load Test Pile is specified, the nominal axial compressive resistance value shall be determined by an actual static load test.<br />
<br />
For preboring for piles, see [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 702].<br />
<br />
===751.36.1.4 Preliminary Geotechnical Report Information===<br />
<br />
The foundation can be more economically designed with increased geotechnical information about the specific project site.<br />
<br />
Soil information should be reviewed for rock or refusal elevations. Auger hole information and rock or refusal data are sufficient for piles founded on rock material to indicate length of piling estimated. Standard Penetration Test information is especially desirable at '''each''' bent if friction piles are utilized or the depth of rock exceeds approximately 60 feet.<br />
<br />
===751.36.1.5 Geotechnical Redundancy===<br />
<br />
'''Pile Nonredundancy (20 percent resistance factor reduction)'''<br />
<br />
Conventional bridge pile foundations:<br />
<br />
For pile cap footings where a small pile group is defined as less than 5 piles, reduce pile geotechnical and structural resistance factors shown in LRFD Table 10.5.5.2.3-1.<br />
<br />
For pile cap bents, the small pile group definition of less than 5 piles is debatable in terms of nonredundancy and applying a resistance factor reduction. The notion of a bridge collapse or a pile cap bent failure directly related to the failure of a single pile or due to its pile arrangement in this instance, or ignoring the strength contribution of the superstructure via diaphragms in some cases would seem to challenge applying the small pile group concept to pile bent systems as developed in NCHRP 508 and alluded to in the LRFD commentary. In terms of reliability, application of this factor could be utilized to account for exposed piling subject to indeterminable scour, erosion, debris loading or vehicular impact loadings as an increased factor of safety.<br />
<br />
For integral and non-integral end bent cap piles, the reduction factor need not be considered for less than 5 piles due to the studied infrequency of abutment structural failures (NCHRP 458, p. 6) and statewide satisfactory historical performance.<br />
<br />
For intermediate bent cap piles, the reduction factor need not be considered for less than 5 piles under normal design conditions. It may be considered for unaccountable loading conditions that may be outside the scope of accountable strength or extreme event limit state loading and is specific to a bridge site and application and is therefore utilized at the discretion of the Structural Project Manager or Structural Liaison Engineer. Further, if applied, it shall be utilized for determining pile length if applicable, lateral and horizontal geotechnical and structural resistances. Alternatively, a minimum of 5 piles may save consideration and cost. <br />
<br />
Any substructure with a pile foundation can be checked for structural redundancy if necessary by performing structural analyses considering the hypothetical transference of loads to presumed surviving members of a substructure like columns or piles (load shedding). This direct analysis procedure could be performed in place of using a reduction factor for other than pile cap footings.<br />
<br />
For major bridges, the application of pile redundancy may take a stricter direction. See the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
===751.36.1.6 Waterjetting===<br />
<br />
Waterjetting is a method available to contractors to aid in driving piles. If the drivability analysis indicates difficulty driving piles then it can be assumed that the contractor may use waterjetting to aid in driving the piles. The [[media:751.36.1 Waterjeting.docx|Commentary on Waterjetting]] discusses items to consider when there is a possibility of the use of waterjetting.<br />
<br />
===751.36.1.7 Restrike===<br />
<br />
In general, designers should NOT require restrikes unless the Geotechnical Section requires restrike because it delays construction and makes it harder for contractors to estimate pile driving time on site. The Geotechnical Section shall show on borings data a statement indicating either "No Restrike Recommended" or "Restrike Recommended", with requirements.<br />
<br />
==751.36.2 Steel Pile==<br />
<br />
===751.36.2.1 Material Properties===<br />
<br />
====751.36.2.1.1 Structural Steel HP Pile====<br />
<br />
Structural Steel HP piling shall be ASTM A709 Grade 50 (fy = 50 ksi) steel.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles without prior confirmation of the availability of the material.<br />
<br />
====751.36.2.1.2 Cast-In-Place (CIP) Pile====<br />
<br />
Welded or Seamless steel shell (Pipe) for CIP piling shall be ASTM A252 Modified Grade 3 <br />
<br />
:(f<sub>y</sub> = 50 ksi, E<sub>s</sub> = 29,000 ksi)<br />
<br />
'''Concrete'''<br />
{|style="text-align:left"<br />
|Class B - 1 Concrete (Substructure)||width="50"| ||''f'<sub>c</sub>''= 4.0 ksi <br />
|}<br />
Modulus of elasticity, <br />
:<math>E_c = 33000 K_1(w^{1.5}_c)\sqrt{f'_c}</math><br />
<br />
Where: <br />
<br />
:''f'<sub>c</sub>'' in ksi <br />
:''w<sub>c</sub>'' = unit weight of nonreinforced concrete = 0.145 kcf <br />
:''K<sub>1</sub>'' = correction factor for source of aggregate <br />
::= 1.0 unless determined by physical testing <br />
<br />
'''Reinforcing Steel '''<br />
{|style="text-align:left"<br />
|Minimum yield strength, ||width="50"| || ''f<sub>y</sub>'' = 60.0 ksi <br />
|-<br />
|Steel modulus of elasticity, ||width="50"| || ''E<sub>s</sub>'' = 29000 ksi <br />
|}<br />
<br />
===751.36.2.2 Steel Pile Type===<br />
<br />
Avoid multiple sizes and/or types of pilings on typical bridges (5 spans or less). Also using same size and type of pile on project helps with galvanizing.<br />
<br />
There are two types of piles generally used by MoDOT. They are structural steel HP pile and close-ended pipe pile (cast-in-place, CIP). Open ended pipe pile (cast-in-place, CIP) can also be used. Structural steel piling are generally referred to as HP piling and two different standard AISC shapes are typically utilized: HP12 x 53 and HP14 x 73. Pipe piling are generally referred to as cast-in-place or CIP piling because concrete is poured and cast in steel shells which are driven first or pre-driven.<br />
<br />
====751.36.2.2.1 Structural Steel HP Pile====<br />
<center><br />
{|style="text-align:center"<br />
|+'''HP Size'''<br />
!width="100pt"|Section||width="25"| ||width="100pt"|Area<br />
|-<br />
|HP 12 x 53|| ||15.5 sq. in.<br />
|-<br />
|HP 14 x 73|| ||21.4 sq. in.<br />
|}<br />
</center><br />
The HP 12 x 53 section shall be used unless a heavier section produces a more economical design or required by a Drivability Analysis.<br />
<br />
====751.36.2.2.2 Cast-In-Place (CIP) Pile====<br />
<center>'''Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile Size''' <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Outside Diameter!!Minimum Nominal Wall<br/>Thickness (By Design) !!Common Available Nominal Wall<br/>Thicknesses <br />
|-<br />
|14 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|16 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|20 inch<sup>1</sup>||1/2”|| 1/2” and 5/8”<br />
|-<br />
|24 inch<sup>1</sup>||1/2”|| 1/2”, 5/8” and 3/4”<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> Use when required to meet KL/r ratio or when smaller diameter CIP do not meet design.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
|}<br />
</center><br />
Use minimum nominal wall thickness which is preferred. When this wall thickness is inadequate for structural strength or for driving (drivability), then a thicker wall shall be used. Specify the required wall thickness on the plan details. The contractor shall determine the pile wall thickness required to avoid damage during driving or after adjacent piles have been driven, but not less than the minimum specified. <br />
<br />
Minimum tip elevation must be shown on plans. Criteria for minimum tip elevation shall also be shown. The following information shall be included on the plans:<br />
<br />
:“Minimum Tip Elevation is required _______________.” Reason must be completed by designer such as:<br />
::*for lateral stability<br />
::*for required tension or uplift pile capacity<br />
::*to penetrate anticipated soft geotechnical layers<br />
::*for scour*<br />
::*to minimize post-construction settlements<br />
::*for minimum embedment into natural ground<br />
<br />
::'''*'''For scour, estimated maximum scour depth (elevation) must be shown on plans.<br />
<br />
:Guidance Note: Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line in [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table foundation data table].<br />
<br />
==751.36.3 Pile Point Reinforcement==<br />
<br />
Pile point reinforcement is also known as a pile tip (e.g., pile shoe or pile toe attachments). <br />
<br />
===751.36.3.1 Structural Steel HP Pile===<br />
<br />
Pile point reinforcement shall be required for all HP piles required to be driven to bear on rock regardless of pile strength used for design loadings or geomaterial (soils with or without gravel or cobbles) to be penetrated. Pile point reinforcement shall be manufactured in one piece of cast steel. Manufactured pile point reinforcements are available in various shapes and styles as shown in FHWA-NHI-16-010, Figure 16-5. <br />
<br />
===751.36.3.2 Cast-In-Place (CIP) Pile===<br />
<br />
For CIP piles, use pile point reinforcement if boulders or cobbles or dense gravel are anticipated.<br />
<br />
Geotechnical Section shall recommend when pile point reinforcement is needed and type of pile point reinforcement on the Foundation Investigation Geotechnical Report.<br />
<br />
<u>For Closed Ended Cast-In-Place Concrete Pile (CECIP)</u><br />
<br />
Two types are available.<br />
<br />
:'''1. “Cruciform”''' type should be used as recommended and for hard driving into soft rock, weathered rock, and shales. It will continue to develop end bearing resistance while driving since an exposed flat closure plate is included with this point type. The closure plate acts to distribute load to the pile cross sectional area.<br />
:'''2. “Conical”''' type should be used as recommended and when there is harder than typical driving conditions, for example hard driving through difficult soils like heavily cobblestoned, very gravelly, densely layered soils. Severely obstructed driving can cause CIP piles with conical points to deflect. Conical pile points are always the more expensive option. <br />
<br />
<u>For Open Ended Cast-In-Place Concrete Pile (OECIP)</u><br />
<br />
One type is available.<br />
<br />
:'''“Open Ended Cutting Shoe”''' type should be used as recommended and when protection of the pipe end during driving could be a concern. It is also useful if uneven bearing is anticipated since a reinforced tip can redistribute load and lessen point loading concerns. <br />
<br />
:Open ended piles are not recommended for bearing on hard rock since this situation could create inefficient point loading that could be structurally damaging.<br />
<br />
When Geotechnical Section indicates that pile point reinforcement is needed on the boring log, then the recommended pile point reinforcement type shall be shown on the plan details. Generally this information is also shown on the Design layout.<br />
<br />
For pile point reinforcement detail, see<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
<br />
</center> <br />
<br />
==751.36.4 Anchorage of Piles for Seismic Details==<br />
<br />
===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
<br />
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
<br />
:[[image:751.36.4.1 2026.png|center]]<br />
<br />
===751.36.4.2 Cast-In-Place (CIP) Pile - Details===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
</center><br />
<br />
==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
<br />
{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
<br />
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.</div>Hoskirhttps://epg.modot.org/index.php?title=321.2_Geotechnical_Guidelines&diff=58618321.2 Geotechnical Guidelines2026-05-06T16:05:31Z<p>Hoskir: /* 321.2.1.2 Types of Reports */ undo RR4175 rev not ready yet</p>
<hr />
<div><div style="float: right; width: 550px; margin-top: 5px; margin-left: 30px; margin-bottom: 30px;">__TOC__</div><br />
<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:320px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Additional Resources</center></u>'''<br />
* [[media:I 64.pdf|Design Skin Friction and End-bearing of Drilled Shafts in Shale, I-64 Project]]<br />
* [http://epg.modot.org/documents/321_Field_Guide.pdf Field Guide] <br />
* [http://epg.modot.org/documents/321_Fill_Slope_Guide.pdf Fill Slope Guide] <br />
* [http://epg.modot.org/documents/321_Geophysical_Methods_FHWA_1998.pdf Geophysical Methods FHWA 1998] <br />
* [https://highways.fhwa.dot.gov/sites/fhwa.dot.gov/files/FHWA-NHI-16-072.pdf Geotechnical Site Characterization]<br />
* [http://epg.modot.org/documents/321_Modified_State_Plane.pdf Modified State Plane] <br />
* [http://epg.modot.org/documents/321_MoDOT_Field_Log_Protocol.pdf MoDOT Field Log Protocol] <br />
* [http://epg.modot.org/documents/321_p-y_Curve_Criteria.pdf P-Y Curve Criteria] <br />
* [http://epg.modot.org/documents/321_Seismic_Procedure.pdf Seismic Procedure] <br />
* [http://epg.modot.org/documents/321_Soil_Profile_Type.pdf Soil Profile Type] <br />
* [[media:Split Spoon Test in Shale.doc|Split Spoon Test in Shale]]<br />
* [http://epg.modot.org/documents/321_Subsurface_Inv_Manual_FHWA.pdf Subsurface Investigation Manual FHWA 1997] <br />
* [http://epg.modot.org/documents/321_Towers.pdf Towers] <br />
</div><br />
<br />
==321.2.1 Overview of MoDOT Practice== <br />
<br />
===321.2.1.1 Geotechnical Organization of MoDOT===<br />
<br />
Geotechnical functions in MoDOT are performed by personnel assigned to the Materials Engineering Unit, both in the district and at Central Office in Jefferson City. Each of the districts has a District Geologist or District Soils and Geology Technologist who reports to the District Operations Engineer. At the division/unit level, these functions are administered through the [https://modotgov.sharepoint.com/sites/cm/SitePages/Geotechnical.aspx Geotechnical Section]. <br />
<br />
The district geologist's most important job is the performance and reporting of the soil survey. Basic functions of the soil survey include typing soil and rock materials and determining their limits and engineering characteristics. Other important responsibilities are obtaining preliminary bridge foundation information and identification of potential foundation problems which should be investigated in more detail by division/unit level personnel assigned to the Geotechnical Section. These are referred to as, for lack of a better term, "Special Investigations." <br />
<br />
The Geotechnical Section has a specialized soil laboratory with technicians and equipment for performing consolidation tests, various forms of shear tests, and other specialized soil tests. Professional level employees with academic backgrounds in Geology and Civil or Geological Engineering concentrate on one or more specialties. A drilling subsection assigns equipment and personnel statewide as needed by either district or Central Office staff. The section does all final foundation investigations for structure layouts prepared by the Bridge Unit's Preliminary Engineering Section and all of the settlement and stability investigations referred to it by the districts. Other duties include slide investigations, work on subgrade and base stabilization, geophysical explorations, research activities and "other duties as assigned." <br />
<br />
The drilling section employs its own staff of field drilling personnel and drilling support equipment. <br />
<br />
Drilling equipment includes Mobile B-31 combination power augers and pavement drills, a pavement drill, Failing 1500 core drills, a CME 850 all-terrain unit, CME 45 truck mounted unit for environmental investigations, and track mounted Simco Versa Drills. A portable barge is available to support one of the smaller drills for use on small lakes and streams.<br />
<br />
===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' for structures starts with a formal request from either the Bridge Unit or District following procedures in FS-25 of the Materials Manual. The Bridge Unit or District provides a preliminary layout and a suggested boring plan. This boring plan typically will call for a core and/or standard penetration boring at every other bent with auger borings at the remaining column locations. By prior agreement, it is understood that this suggested boring plan is only a guide which will be modified as deemed necessary. The Geotechnical Section only rarely makes recommendations for specific foundation types. The basic aim is to furnish the Bridge Unit or District with the information needed to develop designs for those foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Unit. These are discussed elsewhere in this document.<br />
<br />
===321.2.1.3 "Special Investigations" ===<br />
<br />
So-called "special investigations" usually pertain to embankment settlement and slope stability problems. Normally the district identifies potential problems during the soil survey and requests the Geotechnical Section to investigate. In some cases, the problem may not be identified until the final foundation investigation is made for the structure. This is late in the game from a design standpoint, but much better than finding it under contract. <br />
<br />
The recommendations made as a result of these investigations may influence structures in various ways; bridge length may be affected, end fill slopes and culvert camber, etc. The most common effect is on construction sequence and rate of construction. Piles should not be driven in an embankment until it has stopped settling and until excess foundation pore pressures have dissipated. <br />
<br />
For embankments, i.e., roadway items, very specific recommendations are made as to remedial courses of action rather than saying here is the problem and leaving it to the designer to figure out a solution. However, more than one solution may be technically feasible and it should be realized that other considerations, such as economics, may dictate which solution is actually chosen. Face-to-face meetings with the concerned designers before a report is issued are important to permit mutual exploration of the problem and the ramifications of possible solutions. <br />
<br />
==321.2.2 Policy Sources==<br />
[[image:321.2.2.jpg|right|260px|thumb|<center>'''From the early 1950s'''</center>]] <br />
'''Construction and Materials''' <br />
<br />
1. Preliminary Geotechnical Report, [[320.1 Preliminary Geotechnical Report|EPG 320.1 Preliminary Geotechnical Report]]<br />
<br />
2. Release of Subsurface Information, [[320.2 Release of Subsurface Information|EPG 320.2 Release of Subsurface Information]]<br />
<br />
3. Drilling Operations, [[320.3 Drilling Operations|EPG 320.3 Drilling Operations]]<br />
<br />
4. Procedure for Final Sounding, [[320.4 Procedure for Final Sounding|EPG 320.4 Procedure for Final Sounding]]<br />
<br />
5. Foundation Investigations, [[320.5 Foundation Investigations|EPG 320.5 Foundation Investigations]]<br />
<br />
6. Slide Investigation, [[320.6 Slide Investigations|EPG 320.6 Slide Investigations]]<br />
<br />
7. Quarantine Regulations, [[320.7 Quarantine Regulations|EPG 320.7 Quarantine Regulations]]<br />
<br />
8. Soil Survey Lab, [[320.1 Preliminary Geotechnical Report#320.1.5 Laboratory Testing|EPG 320.1.5 Laboratory Testing]] <br />
<br />
9. Soils and Geology Laboratory Testing, [[320.1 Preliminary Geotechnical Report#320.1.6 Geotechnical Laboratory Testing|EPG 320.1.6 Geotechnical Laboratory Testing]]<br />
<br />
10. Quarantine Regulations, [[320.7 Quarantine Regulations#320.7.3 Laboratory Procedure|EPG 320.7.3 Laboratory Procedure]]<br />
<br />
'''Traffic Control'''<br />
<br />
1. FHWA - ''Manual on Uniform Traffic Control Devices ''<br />
<br />
2. [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]]<br />
<br />
'''Safety''' <br />
<br />
1. MHTD - Handbook of Safety Rules and Regulations ???<br />
<br />
==321.2.3 Performing Foundation Investigations For Structures== <br />
<br />
===321.2.3.1 Objectives ===<br />
<br />
'''1.''' Develop subsurface information adequate to permit design of any technical and economical type of structure foundation for the site under investigation. <br />
<br />
'''2.''' Develop subsurface information adequate to evaluate stability and deformation potential of embankments and proposed slope templates in the structure area, including walls and channel slopes, if not already addressed by prior investigations. <br />
<br />
'''3.''' Develop subsurface information adequate to evaluate need for special erosion protection <br />
measures necessary to protect the proposed construction. <br />
[[image:321.2.3.2.jpg|right|350px]]<br />
===321.2.3.2 Resources ===<br />
<br />
1. Preliminary Bridge Report <br />
<br />
2. Soil Survey Report <br />
<br />
3. Foundation Investigation Reports for Old or Adjacent Structures <br />
<br />
4. As-Built Plans for Old or Adjacent Structures <br />
<br />
5. Special Foundation Investigation Reports <br />
<br />
6. Geologic and Topographic Maps <br />
<br />
7. Air Photos <br />
<br />
===321.2.3.3 General Procedures ===<br />
<br />
The first step after receipt of a request from the Bridge Unit or district is a file search for soil survey reports, preliminary bridge reports, and foundation reports for adjacent structures. A packet of information, which includes plans, correspondence, and prior reports is assembled for field use. Next, the district is consulted for advice as to field conditions, problems with utilities, crops, landowners, etc. If site access conditions are especially bad, someone from the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section] may visit the site to determine what equipment may be needed and how the site can be reached. As noted previously, either the Bridge Unit or the district's boring plan may be modified as appropriate given site conditions and constraints. Some of the considerations here include: <br />
<br />
:'''1. General knowledge of conditions in the physiographic or geologic area where the work is to be done.''' This strongly influences the kind of investigation which should be performed and how detailed it should be. For example, in the Springfield area, residual clay over heavily pinnacled rock is likely and the most important thing is to map the rock surface irregularities with a lot of auger borings to rock so that point bearing pile lengths can be determined. In the bootheel area, auger borings are virtually worthless and standard penetration test borings for design of friction piles are most important. <br />
<br />
:'''2. Site access conditions are a very practical consideration.''' It may just not be feasible to drill a hole in the middle of an urban interstate highway and it may be extremely difficult and/or expensive to drill one in the middle of a river. That is where judgments must be made about how necessary that particular boring is: can conditions be reasonably extrapolated from offset borings, would geophysical methods work as well, etc.? In many cases, the borings can be omitted with little risk. In other situations, considerable expense and trouble may be justified to get on location. This may involve a different type of equipment, hiring a bulldozer, mobilizing the portable barge, or temporarily blocking a lane of roadway. The most extreme access problems involve major river or lake crossings where barges, tugs, and support services must be provided by contract. <br />
<br />
:'''3. The third consideration involves foundation conditions actually encountered as the investigation progresses.''' This is a principal reason why all MoDOT foundation investigations are supervised in the field by trained personnel. If conditions encountered are different than anticipated, it is expected that the scope of the investigation will be adjusted as necessary to fit actual conditions. <br />
<br />
:'''4. As previously noted, the Geotechnical Section rarely makes recommendations for specific foundation types.''' The basic aim is to furnish the Bridge Unit with the information needed to develop designs for foundation types practical for a particular site. Several rules of thumb are helpful in deciding what is practical. For example: <br />
<br />
::'''a. Spread footings''' <br />
<br />
::Spread footings for bridges will not be considered unless foundation material has an unconfined compressive strength of 3 tsf or more, and such material is within a fairly shallow depth. If firm material is 10 feet or more below final grade line, then piles will be used. <br />
<br />
::'''b. Deep Foundations '''<br />
<br />
::MoDOT guidelines used to estimate how far to carry standard penetration tests for design of friction piles are 30 continuous feet of bearing strata with an N60 value of 20 or greater. It is normal practice to drill half again as deep, or at least 100 ft. in any case, to check depth to rock for a point-bearing option. Point bearing is usually a feasible option almost everywhere in the state except in the southeast lowlands or "bootheel" area where sands extend to depths of several thousand feet. Even here, however, a careful check must be made for the possible presence of soft clay layers within and just below the range of probable friction pile penetration. <br />
<br />
::'''c. Culverts with Floor Slab Omitted '''<br />
<br />
::Large box culverts may be built more economically if a floor slab can be omitted. The Bridge Unit feels this is generally feasible if rock is within five feet of flowline. So, where rock may be shallow, an attempt is made to drill auger holes every 25 ft. or so along each proposed wall. An attempt is made to judge the durability of the rock based on inspection of exposures and cores and knowledge of past performance of particular formations. The rock should have an RQD equal to or greater than 75 and should not be thin bedded. If rock is deeper, only a few auger borings to verify this fact may be sufficient. <br />
<br />
::'''d. Culverts with Compressible Foundations '''<br />
<br />
::Culverts, if built over compressible foundations, may require special investigations based on undisturbed sampling to determine need for camber to compensate for settlement and to assess the danger of joints opening due to spreading caused by settlement. In some areas of the state where this is a particular problem, structural collars are sometimes recommended around joints to control spreading and faulting and piping of silty soils into opened joints. <br />
<br />
::'''e. Retaining Structures '''<br />
<br />
::For retaining structures, information is obtained for determination of allowable footing bearing pressures and angles of internal friction of the materials to be retained and the foundation material. The latter is done by correlation to Plasticity Index (PI) for walls of low height (using the average correlation less one standard deviation), Appendix F, and by drained shear testing for higher and more critical structures. In some cases, it may be necessary to obtain undisturbed samples for testing in order to evaluate overall stability of the slope of which the wall will be a component. By agreement with the Bridge Unit, evaluation of global or overall stability is a Geotechnical Section responsibility. If inadequate global stability is likely, possible solutions are evaluated - such as lowering the base of the wall, increasing the width to height ratio and excavation and replacement with rock fill, etc. <br />
<br />
::'''f. Spill and Channel Slopes '''<br />
<br />
::The Geotechnical Section attempts to furnish overall guidance on prudent slope selection. This was done first by development of criteria, based on soil type and geologic origin, which is used by the district geologist in making project slope recommendations. Secondly, a review is made, often by specific request of the Bridge Unit, of the adequacy of embankment stability in the vicinity of the bridge ends, particularly at stream crossings. Geotechnical recommendations may affect bridge length, the fill end slopes, and erosion control measures for the channel banks. Often, for example, evidence will be found of channel bank failures which reflect a need for bank stabilization or bridge lengthening. <br />
<br />
::'''g. Special Investigations '''<br />
<br />
::These investigations were discussed in Section I where it was noted that, while normally initiated by the district as part of the soil survey, a problem may not be identified until final bridge soundings are being done. Undisturbed foundation sampling is done or supervised by a geologist, engineer, or senior technician. Large diameter samples are strongly preferred, often of 5 in. diameter, although 3 in. diameter samples are also commonly taken. In very soft soils, piston samplers are used in lieu of the normal Shelby tubes. Continuous undisturbed sampling is preferred, with frequent use of a 5 in. sampler, then a 3 in. sampler, followed by pushing a split spoon for inspection before cleaning the hole and restarting the cycle. MoDOT practice differs from that of many agencies in that soil samples are routinely extruded in the field. This permits thorough inspection and logging, obtaining field moisture and Atterberg Limits Classification samples, and preliminary field testing with the Torvane and Pocket Penetrometer. Most important, it permits the technical supervisor to develop a good feel for the problem as the investigation progresses. Samples are selected and designated at this time for certain types of testing, wrapped in foil, and sealed in wax in cartons for transport back to the lab. [[image:321.2.3.3.jpg|right|275px|thumb|<center>'''Direct Shear Testing'''</center>]]For a typical problem involving an embankment settlement and stability problem, the lab testing program will include moisture contents, Atterberg limits, consolidation tests, unconfined compression, and drained, direct shear tests, all supplemented by Torvane and Pocket Penetrometer tests. Stability analyses are performed using a computer program, either circle analysis (Bishop), block and wedge (Spenser), or both as may be most appropriate for particular circumstances. Total strengths are used to assess the initial or rapid construction case. Effective stress analyses are used to assess fully consolidated conditions as well as intermediate degrees of consolidation. This data can be interpreted to assess the need for controls on rate of construction. <br />
<br />
::Amount of settlement estimates have been found to be fairly accurate. Actual rates of settlement are usually, but not always faster, than predicted. If a predicted time of settlement appears critical, office calculations are checked by doing field permeability tests and back figuring coefficients of consolidation. Usually, field perms will indicate much faster drainage, but sometimes agree very well with predictions based on laboratory tests. Before using vertical sand drains or any very expensive solution, field permeability testing should be done.<br />
<br />
===321.3.3.4 Division of Responsibility ===<br />
<br />
'''1. The Bridge Unit or district prepares a sounding layout with a suggested boring plan. '''<br />
<br />
'''2. It is the geotech's responsibility to adjust or modify that plan as necessary to accomplish the objectives previously outlined, based upon the site conditions and practical access problems which may be encountered. '''<br />
<br />
'''3. The geotech should identify and investigate any geotechnical problems which may preclude or adversely affect the proposed design and be prepared to offer recommendations for alternative designs or design modification. '''<br />
<br />
'''4. Retaining walls.''' The Bridge Unit or District is responsible for checking all aspects of structural (internal) stability and for evaluating external stability with respect to overturning, sliding (at the base of the wall) and bearing failure. The [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section] is responsible for furnishing the data inputs necessary for the external stability checks and for evaluating overall or global stability included slopes for which the proposed wall may be a component. <br />
<br />
'''5. Bridges.''' The Bridge Unit will design the foundation units in almost all cases but may ask for design assistance in certain instances. It is the geotech's responsibility to furnish data inputs of the type and quantity required to design those foundation types which are technically and economically feasible at each site. This infers that the geotech must have the capability and knowledge, and must have developed the information necessary to design the foundation if requested to do so. Keep in mind that a foundation cannot be designed in isolation. You can design an individual pile or footing but you must also know column and bent loads, group or cluster effects, embankment "drag loads", etc. and understand the interactions of the resulting stresses. <br />
<br />
'''6. Allowable Bearing.''' "Allowable bearing" is not an intrinsic soil property but rather is a value based upon intrinsic soil properties as influenced by a specific arrangement of specific types, dimensions, and loadings of foundation units and the resulting distributions of stresses. It is not to be confused with "presumptive bearing values" or any specific measure of soil strength. While in most instances the distinction may seem academic, it can be a critical distinction. Examples: (1) A single square footing will have a different "allowable bearing" than a strip footing or a rectangular footing and that of either type may be adversely affected by the proximity of another bearing unit. (2) Similarly, the capacity of a single friction pile or a single earth anchor may be reduced by the proximity of similar units. In any case, "allowable bearing" is influenced not only by the factor of safety against failure (the usual criterion) but also by considerations of allowable deformations in the structure. The underlying reason why higher factors of safety against bearing failure are utilized than for other failure modes is to limit deformation. Keeping unit loads near the unconfined compressive strength (not in excess of about 1.2 Qu) keeps loads at or below the preconsolidation value of the soil.<br />
<br />
===321.2.3.5 Practical Considerations ===<br />
<br />
'''1. "Proofing" of Foundations.''' This touches on how foundations are actually built. If point bearing piles are used, the adequacy of the rock supporting the tip is "proofed" in excess of in-service loads by the dynamic stresses associated with driving the pile so there is relatively little cause for concern about the possibility of a void or cavern beneath the pile tip. This affects the conduct of the foundation investigation. A core may be irrelevant and it may be sufficient to rock bit five feet or so into rock in a couple holes and simply auger to rock (augering deep enough to be sure it's not a boulder) in the rest of the borings - even omitting many holes if rock is deep and of relatively constant elevation. Footings and drilled shafts on the other hand are loaded statically as the bridge is built. "Proofing" must be done by borings, either during the foundation investigation or as a construction requirement after the excavation is completed and prior to placing steel or pouring concrete. Drilled shafts often have very high unit loads so cores and even compression tests of the recovered core may be important, especially with weaker rock types. In hard rock, both cored and rock-bitted holes should be advanced to a significant depth below probable tip elevation to detect possible cavities or soft zones. Of course, if the <u>exact</u> location of the drilled shaft is unknown, only a few deep borings may be sufficient for preliminary design providing the contract is structured to require confirmation borings at each shaft location during construction. <br />
<br />
'''2. Construction Problems.''' In most cases, investigative techniques are clear cut and the scope of the investigation may be less detailed when only one type of foundation is feasible. However, the scope of investigation should be influenced by considerations of the possible consequences of a change in foundation type during construction. If spread footings on rock are anticipated but no rock is found at one column, then a pile driver must be brought in. If there is no bid item for that type of work, then the price must be negotiated. The contractor will likely ask for an additional working day and claim severe impact costs, etc. For these reasons, more thorough work (at least in numbers of borings) are needed where spread footings are anticipated than for most other foundation types. Of course, being shallow, the borings should be completed more quickly. The reverse circumstance is less critical. If piles are planned and a suitable bearing stratum for footings is found on one bent, it is a simple matter to form and pour the footing while under running the piles at that location. This also has implications with respect to the scope of the foundation investigation. There is often little risk in omitting holes when piles are the logical foundation type and subsurface conditions appear uniform. <br />
<br />
'''3. Footings on Hard Rock.''' For most simple structures, spread footings on hard rock will be of some practical minimum size so that unit loads will usually be 10 tsf or less and almost never in excess of 20 tsf. This is one reason why strength tests on hard rock are usually rather pointless and judgments on hard rock allowable bearing capacities are subjective, sometimes involving building code tables, RQD, and other empirical means. Keep in mind that the discontinuities of rock (bedding planes, joints, etc.) and, in particular, any loss while coring represent the real bearing limitations of that rock. You must rely on the driller's judgment as to why you didn't recover core. If the drill stem dropped quickly with little or no resistance, you have a void, a clay seam, or other soft material. <br />
Footings on soft rocks such as clay shales, claystones and even some sandstones and siltstones are another matter. Here the normal allowable bearings may be within a much lower range, requiring substantial enlargement of footings. In such cases, fairly detailed test data (SPT, Qu, and even pocket penetrometer data) may be needed to make judgments about allowable footing loads.<br />
<br />
===321.2.3.6 Philosophy ===<br />
[[Image:321 Drillers.jpg |right| 400px]]<br />
Philosophy may seem out of place in a technical guideline. Call it our "organizational culture" if you want to be more in vogue. <br />
<br />
'''1.''' THE BORING LOG IS SUPPOSED TO FURNISH USABLE FOUNDATION ENGINEERING INFORMATION. Any geologic, pedologic, or mechanistic factors influencing or contributing to the desired information are of importance. However, it is difficult to visualize what interest a bridge designer might have in a description such as: "A dark gray to black stratum of Willow Pond shale, fissile, containing lingulas, conodonts and various species of brachiopods." Similarly, describing a soil as "dark blue, moist, alluvial Tippecanoe montmorillonitic clay, mottled rusty red, derived from podsolic soil group" is mostly gobbledygook as far as a bridge designer is concerned. Emphasis should be concentrated on such engineering information as will be of value to the designer, regardless of the geotech's interest in micro- or macrofossils, fine distinctions in color shades, etc. For proper perspective, it should be kept in mind that the final aim is to build a bridge. <br />
<br />
'''2.''' How much information is enough? Answering this question involves a number of considerations. You must keep in mind the logistical overhead in getting you to the job. Property owners and utilities have been cleared; a survey party has staked the job; equipment has been scheduled and travel time committed to and from the job. Obviously you should take time to do it right. The geotech is the one individual on the job with the knowledge and responsibility to ensure the job is complete. It's important that you accept ownership of the investigation as a personal responsibility to satisfy the department's and your own objectives in performing the work.<br />
<br />
==321.2.4 Technical Guidelines for Geotechnical Investigations== <br />
<br />
===321.2.4.1 Bridges===<br />
<br />
1. Deep Foundations (Piling) <br />
<br />
:a. One Penetration hole per two bents. Example 4 bent bridge - 2 penetration holes. <br />
<br />
:b. Begin at the surface and run penetration tests every 5 ft. until 30 continuous feet of 20 blow count or better of bearing strata is encountered. After bearing is achieved, continue penetration tests at 10 ft. intervals until rock is encountered or boring is advanced to 100 feet. Core or rock bit 5 ft. of rock or shale. (Should adequate bearing be at a deep depth, it may be cheaper to use point bearing piling placed on rock. This is why we need at least 1 boring to establish rock elevation). <br />
<br />
:c. If shale is encountered and adequate bearing is not achieved in the overburden, run S.P.T. on top of shale, core 5 ft., run S.P.T., core 5 feet and run S.P.T. (This method of shale penetration and core can be modified if the engineer/geologist retrieves an adequate shale sample to run a Qu test. If a good sample of shale is retrieved, eliminate the penetrations at the middle and end of the core runs.) <br />
<br />
:d. If rock is encountered and adequate bearing is not achieved in the overburden, core10 feet of rock. <br />
<br />
:e. Augering <br />
<br />
::i. Northern Missouri or Bootheel - Take boring at least to 100 ft. if bedrock is not encountered. Other auger borings should be taken down to the depth where bearing is achieved as determined by the S.P.T. (Should adequate bearing be at a deep depth, it may be cheaper to use point bearing piling placed on rock. This is why we need at least 1 boring to establish rock elevation.) <br />
<br />
::ii. Central Missouri -- Normally make borings to bedrock and make pattern holes if the top of rock is uneven (more than 5 feet difference in rock elevation within one bent), especially for spread footings. <br />
<br />
::iii. Bootheel -- Auger some bents at least 20 feet below where bearing was achieved based on S.P.T. Check for any possible soft layers that may exist below bearing strata. <br />
<br />
::iv. P.A.W.T. - Pushed Auger Without Turning - describes a soft condition and should be noted on any log where this is done. <br />
<br />
:f. When eliminating bents due to bents falling within the waterway, make sure to penetrate until n values of greater than 20 are found for 25 or 30 consecutive feet below the elevation of the stream bed. <br />
<br />
:g. Samples <br />
<br />
::i. Atterberg samples of final grade surficial materials are required for geotextile recommendations on stream crossings. One sample on each side of the stream or river is adequate. <br />
<br />
::ii. Bridges located in seismic zones require earthquake sampling (see Earthquake Sampling, Page 22). <br />
<br />
2. Shallow Foundations <br />
<br />
:a. Spread footings on some or all of the intermediate bents will normally be used if the top of rock is no more than 12 ft. below finished grade. Therefore, at least 10 ft. of good core (RQD 75 or higher) should be acquired on the intermediate bents. It is important to make borings on all bents where this condition exists. Piling is normally used on the end bents except where the bridge end is positioned on a rock bluff. <br />
<br />
:b. When eliminating intermediate bents in waterways where rock is within 5 ft. of stream bottom elevation, 15 ft. of core below stream bottom elevation is needed. On major rivers, borings will normally be based on the type of footings that are planned (drilled shafts or spread footings). Always run S.P.T. in the overburden to aid contractor in driving coffer dams or drilling for shafts. <br />
<br />
:c. Samples <br />
<br />
::i. Atterberg samples of final grade surficial materials are required for geotextile recommendations on stream crossings. One sample on each side of the stream or river is adequate. <br />
<br />
::ii. Bridges located in seismic zones require earthquake sampling (see Earthquake Sampling, Page 22). <br />
<br />
3. Drilled Shafts (excluding major river and lake crossings) <br />
<br />
:a. Minimum of one core hole per bent for small structures and for larger structures in uniform geology. One core hole per column for larger structures in non-uniform geology. <br />
<br />
:b. Minimum of 25 ft. of core in rock and 30 ft. in shale. <br />
<br />
::i. Ex: For end bearing on rock and a 6' shaft. The top 5' of rock is not counted. 5' rock socket. For end bearing you need to go 2 X diameter below the rock socket, 12'. 5+5+12=22' say 25'. <br />
<br />
:c. Need Qu's for design of the rock socket. <br />
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4. Drilled Shafts/River Borings ( major river and lake crossings) <br />
<br />
:a. Minimum of one core hole per column except for drilled shaft groups where 5 core holes per bent will be required. <br />
<br />
:b. Minimum of 40' of core in rock and 50' in shale. <br />
<br />
:c. Need Qu's for design of the rock socket. <br />
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===321.2.4.2 Walls=== <br />
<br />
1. MSE (Mechanically Stabilized Earth) <br />
<br />
:a. Sample about every 200' with shelby tubes. Two sample holes per wall minimum. Try to sample where the wall is the highest. <br />
<br />
:b. Take undisturbed soil samples to at least 10 ft. below footing elevation for Qu, Direct Shear, and Atterberg limits. Need to find internal angle of friction for retained and foundation material. If retained material is fill, get internal angle of friction from soil survey. If sand is encountered, take samples for gradations and atterberg limits as appropriate (seismic). <br />
<br />
:c. If soil is too rocky to use shelby tube, penetrate every 2 1/2' at least 10 feet below footing elevation. Take Atterberg samples, moisture samples, and pocket penetrometer readings. <br />
<br />
:d. If foundation material is too soft to use shelby tubes or osterberg sampler, run S.P.T. at 2.5 ft. intervals for at least 10 ft. below footing elevation. If still soft, go to 5 ft. increment. May use cantilever wall on piling. Rock bit or core at least 5 ft. of good rock or shale. <br />
<br />
:e. If rock is encountered above footing elevation or before you sample 10' below bottom of wall, core a minimum of 5 ft. below bottom of wall for MSE wall and 10' minimum below bottom of wall for cantilever wall. <br />
<br />
:f. Auger holes are usually laid out about every 25'. If you are in uniform soil and rock is more than 5 ft. below the footing elevation, you can skip every other hole. Auger about 10' below bottom of wall or a little deeper if you suspect rock is close. <br />
<br />
2. Cantilever Walls or Spread Footings <br />
<br />
:a. Do similar to MSE wall except if rock is near footing elevation and wall may be set on rock, take 10 ft. of core (depending on wall height, 5' of good rock may be adequate) and if shale, run Qu's. <br />
<br />
3. Sound Walls <br />
<br />
:a. Use S.P.T. and 3" shelby tubes to sample a hole about every 200 ft. of wall length. <br />
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:b. Push 3" shelby tube 2.5 feet followed by the split spoon sampler. <br />
<br />
:c. Run S.P.T. and shelby tube on the first 5 ft. interval below bottom of wall. Take Qus (for determination of allowable bearing), Atterberg samples, moisture samples, pocket penetrometer readings and torvane readings. <br />
<br />
:d. Continue to run S.P.T. at 2.5 intervals for at least 20 ft. below bottom of wall. Take Atterberg samples, moisture samples, and pocket penetrometer readings. <br />
<br />
:e. Amount of Rock Core. <br />
<br />
::i. If rock is encountered within 5 to 10' below bottom of wall, core 5'. <br />
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::ii. If rock is less than 5' from bottom of wall, core 10'. <br />
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:f. Augering <br />
<br />
::i. Locations same as MSE walls. <br />
<br />
::ii. Auger 25' below bottom of wall.<br />
<br />
===321.2.4.3 Box Culverts===<br />
<br />
1. Investigations for Using Rock as the Floor of the Culvert <br />
<br />
:a. If rock is encountered deeper than 5' below flow line, drill enough holes to makesure rock does not come up to within 5 feet of flow line. <br />
<br />
:b. If rock is encountered within 5 feet of the flow line, core a minimum of 2 holes per culvert. Usually one core hole on each side of the road. Core a minimum of 10'. <br />
<br />
:c. If rock is encountered within 5 feet of the flow line, auger every 10' for each wall in the box culvert (i.e., double box: 3 walls; single box: 2 walls, etc.) <br />
<br />
2. Culverts with Compressible Foundations <br />
<br />
:a. Usually one boring on each side of the stream crossing is adequate. The boring locations should be close to the stream and under the highest part of the proposed fill. <br />
<br />
:b. Sampling should be continuous shelby tubes unless material is too soft, then the Osterberg sampler should be used. <br />
<br />
:c. Samples required are 3" for consolidation tests and unconfined compression. Either 3" or 5" for Direct Shear and soil samples for Atterberg test. moistures, pocket penetrometer, and Torvane should also be obtained. <br />
<br />
===321.2.4.4 Light Towers ===<br />
<br />
1. Use S.P.T. and 3" shelby tubes to sample one hole per tower. <br />
<br />
2. Push 3" shelby tube 2.5 ft. followed by the split spoon. <br />
<br />
3. Clean out to the next 5' interval and repeat the procedure. <br />
<br />
4. Alternate S.P.T.s and 3" shelby tubes for at least 30' below finished ground line. Take Qus (undrained shear strength), Atterberg samples, moisture samples, pocket penetrometer readings, and torvane readings. <br />
<br />
5. In either cohesive or cohesionless soil, perform SPT test at 35’ and 40’ to complete the boring. Take Atterberg samples, moisture samples, and pocket penetrometer readings. <br />
<br />
6. If the soil is too rocky to use the Shelby tube, split spoon on 2.5 ft. intervals to achieve a depth of 30' below finished ground line and then penetrate again at 35’ and 40’ to complete the boring. <br />
<br />
7. Amount of Rock Core. <br />
<br />
:a. If rock is encountered within 20' of finished ground line, core 10'. b. If rock is more than 20' from finished ground line, core 5'. <br />
<br />
:b. If rock is more than 20' from finished ground line, core 5'. <br />
<br />
Tower borings will need to be reported on a bridge log for spt’s and core log and a summary sheet for p-y parameters and electro-chemical parameters. <br />
<br />
Cohesionless soil (Sand) <br />
<br />
:1. Friction Angle from Bowles 1977 using corrected Blow Count (N1)60 <br />
<br />
:::(N1)60 = CnN60 <br />
<br />
:::(N1)60 = N60 corrected for effective Overburden Pressure <br />
:::Cn = correction factor for Overburden Pressure <br />
:::::::(Peck et. al.1974) <br />
<br />
:2. Relative density from either DM 7.1-87 or FHWA/RD-86/102. DM 7.1 probably a better value because it accounts for effective overburden pressure. <br />
<br />
Cohesive soils <br />
<br />
:1. Undrained Shear Strength- USS or C from Bowles 1977 using uncorrected blow count N60, preferably Qu/2. <br />
<br />
:2. Friction Angle from correlation of PI to angle of internal friction minus one standard deviation as published in Navdocks DM-7. <br />
<br />
[http://epg.modot.mo.gov/documents/321_p-y_Curve_Criteria.pdf P-Y Curve Parameters] <br />
<br />
:1. K(f) = slope (variation) of linear subgrade modulus. From [[751.9 Bridge Seismic Design|EPG 751.9 Bridge Seismic Design]] or “Soil Properties (Lpile & Com624P)” <br />
<br />
:2. K(f)cyclic = for cyclic loading <br />
<br />
:3. E50 = strain at 50 % of the maximum difference in principal stresses, unitless, from Qu test and [[751.9 Bridge Seismic Design|EPG 751.9 Bridge Seismic Design]] or “Soil Properties (Lpile)” <br />
<br />
Electro Chemical Parameters <br />
<br />
:Resistivity is a function of the chloride ion and sulfate ion content and most of the time we will not run this test. To run the test we need about half a materials sack and the sample is entered into Per CM, updated "Site Manger" to "AWP".<br />
<br />
==321.2.5 Special Foundation Investigations== <br />
[[image:321.2.5.jpg|right|375px]]<br />
'''Slide Investigations '''<br />
<br />
1. Photograph slide and improvements effected by the movement such as culverts, bridge ends, utility poles, guard rail, pavement, fences, etc. Also, a good set of field notes should be kept. All written matter should be appropriately dated and identified. <br />
<br />
2. Survey entire area, leave no stone unturned (walk out area). <br />
<br />
3. Make notations concerning seepage, type of vegetation, etc. Locate seepage on sketches of plan and profile of slide. <br />
<br />
4. Identify slide by station limits. If station numbers are not available, reference slide, soundings, and other pertinent information to the nearest crossroad drainage structure or bridge end. One of the 4 compass points can be used to describe the offsets. Final plans can then be acquired and station numbers assigned to the various field notes. '''Field notes should include what the offsets are referenced to such as CL lane, CL median, edge of pavement, baseline, etc. '''<br />
<br />
5. Drainage structures should be inspected to determine if slide is deep seated and if structure replacement is necessary. (Measure distance from end of structure to major cracks or to any open joints.) <br />
<br />
6. Note leaning fences, trees, and power poles. Note the direction they lean. Rows of steel fence posts may be placed on the slope or slide area to detect further movements. <br />
<br />
7. Besides cross sectioning the slide area, at least one cross section should be taken at each end of the slide on the undisturbed slope. The spacing and number of sections taken in the slide area should be determined by the length and uniformity of slope and slide. Sections should extend out far enough to implement possible repairs. <br />
<br />
8. Power auger soundings should supply the following information: <br />
<br />
:a. Depth of disturbed material, especially for shallow slides. (Deep seated slides may require sampling as well as auger soundings to determine depth of slide.) Enough points should be drilled on the cross section to determine the location of the slide plane with reasonable accuracy. The location of the slide plane may be determined by pushing the auger. The scarp(s) of the slide should be plotted on the cross section as well as the sounding information to determine if a logical slide plane can be drawn. Additional soundings can be made at this time if necessary. <br />
<br />
:b. The texture, color, and consistency of all materials should be logged. '''(The term "till" should be used in the log where appropriate along with the texture and consistency.) '''<br />
<br />
:c. Water table reading should be taken after the hole has been drilled and again the following day, if possible. (For fill slides, water tables should be established on the shoulder, slide, and toe of slide. For backslope slides, water tables should be established back of the cut and on the slide.) It is suggested that 4 inch holes be drilled to establish water tables. Perforated galvanized down spout can be used to hold holes open. <br />
<br />
:d. Artesian pressures should be determined where applicable. Well points should be placed in those zones suspected of carrying water. These can be made cheaply by sawing slots in PVC pipe and setting the slotted end section in a sand chamber sealed with bentonite. <br />
<br />
9. Undisturbed samples should be taken for the following tests for all slides: <br />
<br />
:a. TV and P.P. <br />
<br />
:b. Direct Shear <br />
<br />
:c. Atterberg Limits <br />
<br />
:d. Moisture <br />
<br />
10. Water tables should also be recorded for core drill holes. Make a notation if bentonite is used and <u>record dates</u> and times of readings and the date the hole was drilled. <br />
<br />
11. Make notes pertinent to possible corrective measures. Some items to be considered are as follows: <br />
<br />
:a. Will possible repairs change drainage patterns or should drainage be changed to protect repaired slide area. Will alterations cause damage to private property. <br />
<br />
:b. Can adequate materials be obtained nearby to repair the slide. (Can suitable soil be acquired from adjacent backslopes for slope flattening.) <br />
<br />
:c. Where can disturbed material be wasted. <br />
<br />
:d. If additional right of way is needed, what type of property will be involved. <br />
<br />
12. Procedure for investigating a fill slide on an active construction site may be somewhat different especially if the type of slide (fill failure or foundation failure) cannot be determined by visual observation. <br />
<br />
:a. Sample through fill and determine elevation of natural ground and compare it with original ground line shown on plans or ground line outside construction limits. <br />
<br />
:b. Sample fill and foundation to determine the preconsolidation pressures as well as those tests listed under item number 9. (If foundation soil is over consolidated then failure is probably confined to fill.) <br />
<br />
:c. Set hubs near toe of fill and on the distressed fill and record the offsets and the elevations. (If hubs on fill move independent of hubs at toe of fill, this may indicate fill failure. Should all hubs move, this may indicate foundation failure.) <br />
<br />
13. Inclinometers may be installed to determine the depth of the failure surface and rate of slide movement. <br />
<br />
:a. Inclinometers are typically installed on larger slides or on slides that are not of immediate concern and allow time for monitoring of the slide movement. Inclinometers may also be installed on active construction jobs if potential slope failure is of concern. <br />
<br />
:b. Inclinometers should be installed in the slide mass and should extend a minimum of 15 feet below the anticipated failure surface. <br />
<br />
:c. Inclinometers should be installed in a hole backfilled with grout although sand backfill is acceptable. The sand backfill is not as sensitive to movements as the grout. 17<br />
<br />
==321.2.6 Undisturbed Sampling Techniques== <br />
<br />
===321.2.6.1 Introduction ===<br />
<br />
Undisturbed Sampling refers to obtaining soil samples using either shelby tubes or the osterberg. We take continuous smaples and all usable samples should be wrapped and transported to the lab. The general procedure for the Failings and CME is to push a 5" shelby followed by a 3" shelby. The hole is then cleaned out and the process is repeated. Under no circumstances should continuous 3" shelby's be used since this leads to sample disturbance. If the soil becomes too rocky to use the shelby tube, disturbed samples may be obtained by using the SPT-Spoon. The Simco Versa Drill can only push 3" shelby tubes. No more than 2 tubes should be pushed before you require the driller to clean out. In swelling or caving soils it may be necessary to clean out after every push. In soft to medium stiff soils, pocket penetrometer 0.5 or less, it will be necessary to use a piston sampler such as the Osterberg sampler. <br />
<br />
===321.2.6.2 Pocket Penetrometer ===<br />
<br />
1. Firm, SLOW, constant push. <br />
<br />
2. Take more than one (1) reading on a sample (average values). <br />
<br />
3. The pocket penetrometer is a useful tool but has definite limitations. It was calibrated by the manufacturer against unconfined compression tests made on "silty clays and clayey soils." Correlation of penetrometer values against unconfined tests of Missouri soils show marked disagreement, with penetrometer values almost always exceeding unconfined values (this is believed, to a large extent, to be due to the effect of structure often found in Missouri soils). As the clay content increases, however, the correlation improves. For certain soil types and particularly in certain areas, more definite correlations are possible and may be of value. '''Obviously, penetrometer values in non-cohesive soils are meaningless and should not be recorded. '''<br />
<br />
4. Pocket penetrations should be made on each cut surface throughout a sample and the range in readings indicated on the sampling log. Averages of several readings on a surface are preferable to just one. <br />
<br />
5. Bear in mind that the pocket penetrometer is at best a crude instrument. Dirt about the plunger or the spring may influence readings. Springs get old. Checks indicate that various penetrometers deviate by a quarter ton or more in indicated values under the same load. <br />
<br />
6. For Missouri soil the P<sub>c</sub> values are generally equal to the pocket penetrometer value in KSF + 1 KSF. Ex. (Pocket Penetrometer reading is 1 tsf, the P<sub>c</sub> = 1 tsf + 1 ksf = 3ksf). This can be a guide in setting up consolidation tests. If the calculated P<sub>2</sub> value at a certain depth under a proposed fill is, say 2.5 KSF, and the soil at that depth has a pocket penetrometer reading of 3.0 TSF, or 6.0 KSF, then that soil is obviously preconsolidated beyond the anticipated P<sub>2</sub> loading and a consolidation test would probably be a waste of money and time. Of course, if in doubt, make the test. <br />
<br />
===321.2.6.3 Field Moistures===<br />
<br />
1. Field moisture samples should be taken immediately from undisturbed samples and sealed in tared moisture cans with tape. Excess moistures as is found about the wetted circumference of most samples should be trimmed away and the moisture sample should be taken from the interior of the sample. Moisture samples of saturated granular materials are of very little value as the moisture content will change with densification or loosening during sampling, extruding, and handling, as well as by draining freely in the case of sands. Moisture samples of a borderline material such as silt should be taken carefully to avoid disturbed zones. <br />
<br />
2. A moisture sample should be taken for each soil type encountered, or for marked changes in consistency within a soil type. Indicate on the sampling log the stratum or depth represented by the moisture can. <br />
<br />
3. Volume of sample -- fill container nearly full. <br />
<br />
4. Do not allow wax to get on the cans!!! <br />
<br />
5. Do not allow them to get dirty!!! <br />
<br />
6. Make sure electrical tape is stretched on can to ensure a good seal. <br />
<br />
===321.2.6.4 Torvane ===<br />
<br />
1. Must be taken on flat surface. <br />
<br />
2. Fingers must not interfere with free rotation of measurement dial. <br />
<br />
3. SLOW, constant rate of shear. <br />
<br />
===321.2.6.5 Sample Length ===<br />
<br />
1. 5" samples -- Trim to fit fully within carton <br />
<br />
2. 3" samples -- Trim to be 6" for good Qu test (Qu sample length should be at least 2 x Diameter) and for Direct Shear and Consolidation tests. If a 6 in. sample is unattainable, bring what you can but note on logs short sample. <br />
<br />
3. Qu samples should be taken where a bearing value is needed, (i.e. - footing elevation is at 460 feet. The interval that bearing is needed is from 460 ft. to 450 feet. Therefore, a Qu sample should be taken in every 3" push throughout the 10 foot interval. This is the minimum. If soil varies a great deal, more Qu samples should be taken.) <br />
<br />
===321.2.6.6 3" and 5" Samples ===<br />
<br />
1. Why the difference? <br />
<br />
:a. Whenever possible use 5" samples for Direct Shear. <br />
<br />
:b. Use 3" samples for Qu and Consolidation tests. <br />
<br />
===321.2.6.7 Tube Push Length=== <br />
<br />
1. 2 1/2' Push/1 1/2' Recovery -- Go to 1 1/2' Push. <br />
<br />
2. 2 1/2' Push/2' Recovery -- Go to 2' Push. <br />
<br />
3. 2 1/2' Push/1' Recovery -- Go to 1' Push. <br />
<br />
4. Use Osterberg sampler for (both cohesive and noncohesive) <br />
soft and wet samples where shelby tubes are not working. <br />
<br />
5. Return to longer pushes at your discretion or when full recoveries are obtained. <br />
<br />
===321.2.6.8 Sample Wrapping ===<br />
<br />
1. Fold tin foil over on the sides (butcher's wrap). <br />
<br />
2. Fold over tin foil on the ends of sample. <br />
<br />
3. Shale sample wrapping. <br />
<br />
:a. Take at least a 5" sample (2 x D) <br />
<br />
:b. Wrap sample in saran wrap <br />
<br />
:c. Wrap sample in tin foil <br />
<br />
:d. Write sample number on tin foil lengthwise <br />
<br />
:e. Dip sample in wax to seal sample entirely <br />
<br />
:f. Make sure both ends are sealed <br />
<br />
:g. Put sample in marked carton but do not wax it into place (personal choice or optional) <br />
<br />
===321.2.6.9 Handling Samples ===<br />
<br />
1. Do not press hard enough to imprint sample. <br />
<br />
2. Ease sample into waxed carton. <br />
<br />
===321.2.6.10 Waxing Samples ===<br />
<br />
1. Wait till wax has cooled to the point where it appears milky. <br />
<br />
2. Pour wax into empty carton (use best judgment as to how much to put in carton). <br />
<br />
3. Set sample gently into carton. <br />
<br />
4. Pour wax on sample to seal sides and top. <br />
<br />
5. Put lid on carton. <br />
<br />
6. Dip top of carton into wax to seal lid to carton. <br />
<br />
7. Problems. <br />
<br />
:a. Wax temperature too hot causing wax to stick to sample and causing drying of outer sample (scalding). <br />
<br />
:b. Samples should be waxed as soon as possible (on-site) even when moving around a great deal (i.e. - shallow holes and SHRP project). <br />
<br />
===321.2.6.11 Storing Samples ===<br />
<br />
1. Make sure samples do not freeze or get too hot. (If >90 degrees F outside temperature, higher temperature in vehicles could cause sample to dry out rapidly.) <br />
<br />
2. Samples should be stored in an upright position. <br />
<br />
3. Samples should not be allowed to bounce around. <br />
<br />
4. Never put anything on top of samples which might damage samples. <br />
<br />
===321.2.6.12 Atterberg Limits Classification Samples ===<br />
<br />
1. May be taken from disturbed samples (auger cuttings, split spoon sampler, and giddings tube) or undisturbed samples (shelby tube samples). <br />
<br />
2. Volume of sample: About 800 grams or fill bottom of bag about 2 inches. <br />
<br />
3. Too little of a sample does not give the lab enough to run tests. <br />
<br />
4. Too much of a sample is cumbersome to store and requires additional time to break sample down. <br />
<br />
5. Do not store Atterberg Limits sample bags in material sacks. <br />
<br />
===321.2.6.13 ASTM Visual Classification (D2488) ===<br />
<br />
1. Loess - Loess is a wind blown deposit typically consisting of silt or lean clay. Loess is to be used as a side note in parenthesis after the field person has logged the material in terms of its makeup. <br />
<br />
2. Glacial Till - Over used term that does not describe what the material is comprised of. Glacial till is a "lean to fat clay with rounded gravel." Glacial till is to be used as a side note in parenthesis after the field person has logged the material in terms of its makeup. <br />
<br />
3. Sand - Describe in terms of grain size (fine, medium, coarse) and describe whether it is loose, dense, etc... <br />
<br />
4. Silt - No more silty clays unless it really is one (this determination will be very hard to make in the field). Silt is basically a material that individual particles can be seen by the naked eye but are smaller than a fine sand. <br />
<br />
5. Lean Clay - Replaced silty clay in field descriptions for the most part. By rolling in fingers, material has only minimum of cohesion. Does not create a shiny surface or feel slick. <br />
<br />
6. Fat Clay - By rolling in fingers, individual grains cannot be felt, material feels sticky or very cohesive, feels slick and creates a shiny surface. <br />
<br />
===321.2.6.14 Log Samples in Log Book in the Office. ===<br />
<br />
===321.2.6.15 Mark sample sheets for required test and turn in a copy of this sheet and a lab assignment sheet to the lab. The original sample sheet should be returned to the work file, and to avoid confusion it is important that it show what tests the lab is running. ===<br />
<br />
1. Walls require a minimum of one shear for the retained insitu material and one for the foundation material. One or two Qu's should be run on the foundation material. Five inch samples are preferred for shears although 3" will work. Qu's must be 3" samples. <br />
<br />
2. Slides require a minimum of 1 shear per layer. <br />
<br />
3. Compressible foundations require one consolidation per layer, a 3" sample is preferred although a 5" will work. <br />
<br />
===321.2.6.15 Assign samples for lab testing immediately and do not let samples back up.===<br />
<br />
==321.2.7 Field Logs for Undisturbed Sampling==<br />
<br />
===321.2.7.1 Log Sheets===<br />
<br />
1. Completely fill out log header. (County, Route, Station, Project No., Bridge No., <br />
Hole No., Logged By, Date, Type of Drill, Surface Elevation, Water Table Depth, etc.) <br />
<br />
2. Logs should be completed in the field. Re-copying should be avoided unless the field log is soiled or illegible. <br />
<br />
3. Draw site sketch on sample jobs include north arrow, ponds, springs, seepage, scour, utilities, fences, guardrails, and right of way markers. Right of way markers are particularly useful since they will usually show up on the plans. <br />
<br />
===321.2.7.2 Locations ===<br />
<br />
1. Usually it is preferred that either a core hole or sample hole not be offset. <br />
<br />
2. If a boring is offset, make sure you list the original station and elevation, as well as the new station and elevation and give reason for offset. <br />
<br />
3. The location of the sample hole should be determined in the field with the greatest accuracy possible under the circumstances. Cloth tapes, prisms, and pacing may provide accuracy adequate for most purposes. If greater accuracy is required, arrange for a survey party if you do not have the time or equipment to do the job yourself. <br />
<br />
4. In certain situations use of hole numbers keyed to a plan or even to aerial photos may be adequate. However, make certain that the index is available to all users of boring information, adequately labeled, and properly filed or located. <br />
<br />
5. If you are drilling on a slide or environmental job that has not been staked yet, reference borings to bridge ends, cross road culverts, or some other substantial structure that should show up on the plans. Guardrail is not a good choice, however it should be noted. <br />
<br />
6. The space on the sampling log for "General Location" should be used for a descriptive location of the sample hole, as for example, "On C/L south of south bank of Moreau River on Henry L. Morgan farm." <br />
<br />
===321.2.7.3 Elevations ===<br />
<br />
1. A surface elevation should be determined whenever possible. If it is an approximate elevation determined by hand leveling or from contours, note the elevations in terms consistent with the degree of accuracy inherent in the method used. An elevation such as 403.2' indicates accuracy to 0.1' which is not ordinarily obtainable except without an instrument and a reliable benchmark. <br />
<br />
2. Hand leveling, properly done, can provide surprisingly good accuracy over short distances. The instruments do get out of adjustment with mishandling and should be checked periodically. Use of a staff and backsighting can minimize error even with a hand level not in proper adjustment. <br />
<br />
===321.2.7.4 Water Table Checking ===<br />
<br />
1. Water table observations should always be made. They are worth some time and trouble including extra trips back to the job site after completion of the hole. And, once noted, <u>record them</u>. The information may not be used for several weeks or longer by which time your memory may be fuzzy. <br />
<br />
:a. Reading should be taken 1 to 2 minimum per structure.<br />
<br />
2. The rate of change of observed readings may be of value in determining if a sand layer is providing drainage. The water level depth and depth of open hole should both be recorded two or more times to make certain that equilibrium has been reached. A convenient expression is in the form of 12.0'/24.3'/6 hours which notes the depth to water, depth to bottom, and time interval since drilled. <br />
<br />
3. How to take readings. <br />
<br />
:a. If the hole is losing water, the water table may be taken shortly after the hole is completed. For borings in clayey soils it may be necessary to take readings over a period of time until the water level stabilizes. <br />
<br />
:b. Keep in mind that the water level in holes where drilling mud is used may not stabilize for several days or longer. It is permissible to use a nearby auger hole for water level information but note its location and elevation. <br />
<br />
4. When and how to set well points. <br />
<br />
a. Usually well points are set on special foundation investigations-slides. Slotted pvc pipe wrapped in geotextile is used as the well screen. The pipe is placed in the hole and about 5' of sand is poured in the hole completely covering the slotted pipe. Next, bentonite in the form of pellets or granules is placed above the sand to seal the hole. Usually borings for well points should just be advanced say 5' below the water table. <br />
<br />
5. CRITICAL FOR STABILITY ANALYSIS! <br />
<br />
:a. Water is usually the cause of most slides. <br />
<br />
:b. It is almost impossible to do settlement analysis without water tables. <br />
<br />
6. If no water table is found, record time of observation and depth of the open hole. <br />
<br />
7. Holes frequently collapse to, or slightly above, the natural ground water level. This is particularly true of sands. In the absence of better information, record the depth to the collapse and note the apparent degree of wetness of soil adhering to the tape weight. <br />
<br />
8. The degree of saturation of soil sample should also be noted in the description. This, in addition to the consistency as indicated by the pocket penetrometer, and the color change can serve to approximately locate the water table. <br />
<br />
9. Seeps, springs, ponds, and any drainage feature which may influence local ground water levels should be noted and sketched on the back of the sample sheet. <br />
<br />
===321.2.7.5 Description and Notes ===<br />
<br />
1. Descriptions and Notes on the sampling log should be as detailed as possible. This contrasts with bridge sounding logs where a brief, concise description generally adds to usability. This completeness of description should extend not only to the soil description, but to the drilling operation as well. <br />
<br />
2. Note recovery on samples, difficulty in keeping the hole open, water loss, mud use, casing used, difficulty penetrating boulders, types of bits used, etc. All of this detail can be important - in future drilling operations, in predicting difficulty of drilling caissons or driving piling, as well as in estimating foundation consolidation and stability problems. 23 <br />
<br />
===321.2.7.6 Question Marks on Logs are Unacceptable=== <br />
<br />
If you must use a question mark or are uncertain as to what you need to do - write down every possible bit of information, state reasons for uncertainty, and in some cases make a phone call. The reason for this section is that logs are coming to the office with question marks and no explanation. If the field personnel can't figure out what they have, how is the office supposed to? <br />
<br />
===321.2.7.7 Note anything that would affect the constructability of the proposed structure=== <br />
<br />
Note old bridge piers, rock dikes, wells, cisterns, springs, underground storage tanks, old landfills, and abandoned gas stations. Note location of obstacles. Make an attempt to sound wells and cisterns. Underground storage tanks and gas stations should be referred to the Environmental Section of Design. <br />
<br />
==321.2.8 Diaries==<br />
<br />
'''Introduction'''<br />
<br />
Diaries will be required for both field and office work. <br />
<br />
'''Format''' <br />
The following format is suggested: <br />
[[image:321.2.8 format.jpg|center|640px]]<br />
<br />
'''Sample Log '''<br />
<br />
Diaries should have sample log in back of diary. <br />
<br />
1. Format <br />
:The following format will be used: <br />
[[image:321.2.8 sample log.jpg|center|610px]]<br />
<br />
==321.2.9 Earthquake Sampling== <br />
<br />
===321.2.9.1 Introduction ===<br />
<br />
The bridge unit has pretty much drawn a line right down Route 141 with everything to the east of 141 and including 141 requiring earthquake samples. We need 1 to 2 holes per structure. <br />
<br />
===321.2.9.2 Sampling Procedure ===<br />
<br />
:3" Sample, 2.5' <br />
<br />
:Split Spoon, 1.5' <br />
<br />
:Clean Out to 5' Soil <br />
<br />
:3" Sample, 2.5' <br />
<br />
:Split Spoon, 1.5' <br />
<br />
:Clean Out to 10' <br />
<br />
:3" Sample, 2.5' <br />
<br />
:Split Spoon, 2.5' <br />
<br />
:Clean Out to 15' <br />
<br />
The above sampling procedure to a minimum of 50 feet. If the soil becomes too hard for undisturbed sampling or sand is encountered, continue penetrating every 5' to a minimum depth of 50 feet. The depth should be increased if loose sands or soft cohesive soils are encountered. Samples should be taken form the penetrations. Water tables are important. This sample hole may also count as a bridge boring since you are penetrating. <br />
<br />
===321.2.9.3 Samples Needed ===<br />
[[image:321.2.9.3.jpg|right|275px|thumb|'''<center>Sieve Test</center>''']]<br />
1. One Qu- one per layer. <br />
<br />
:Soil (typically 3" diameter and 8" minimum length). <br />
<br />
:Rock (typically 2" diameter and 5" minimum length). <br />
<br />
2. Moistures-one per layer, may be taken from split spoon (minimum 100g). <br />
<br />
3. Atterberg limits-one per layer, may be taken from split spoon (minimum of about 500g). <br />
<br />
4. Direct Shears-one per layer (typically 3" to 5" diameter and 6" minimum length). <br />
<br />
5. Gradations-one per layer for silts, sandy, and gravelly soils. Additional samples are necessary if the stiffness in the case of silts or density in the case of sandy soils changes. Sieves commonly used are 3/4",3/8",No.4,No.10,No.16, No. 40, No. 50, No. 100, and No. 200. (Normally a 1000 grams is required, but since the normal procedure is to obtain samples with a split spoon, 400g is acceptable.)<br />
<br />
===321.2.9.4 Reporting=== <br />
<br />
1. You may use regular bridge logs if you are not concerned with liquefaction. <br />
<br />
:a. Report Poisson's ratio in cover letter as published in FHWA/RD-86/102 ''Seismic Design of Highway Bridge Foundations''. <br />
<br />
::i. 0.45 for CL, CH, and ML <br />
<br />
::ii. 0.35 for sand <br />
<br />
:b. Report % Passing the # 200 sieve for English units or 75um (micro meters) for metric. <br />
<br />
::Ex. Soil Classification Test Data <br />
<br />
::Depth,m LL PI ASTM Class %Passing #75um <br />
<br />
:c. Report horizontal acceleration due to gravity as published in the most recent AASHTO Standard Specifications for Highway Bridges. St. Louis is 0.1g. 25 <br />
<br />
2. If liquefaction is a concern, use earthquake summary sheet form (see Appendix E). Liquefaction is a concern when you have cohesionless soils such as sands and some silts. <br />
<br />
:a. Dr= Relative Density (see handouts) <br />
<br />
:b. Undrained Shearing Strength (U.S.S.) kPa <br />
<br />
::U.S.S. = Qu/2=Torvane <br />
<br />
:c. Resisting Stress Ratio (R. S. R.) <br />
<br />
::Found from correlating blowcounts to charts (see handouts) <br />
<br />
:d. Factor of Safety for Liquefaction (F. S. Liqu) <br />
<br />
::Fs=Ri/Rf <br />
<br />
::Ri= Earthquake induced shearing stress ratio (see handouts) <br />
<br />
::Rf= Resisting Stress Ratio (see handouts again) <br />
<br />
:e. Vs (m/s) = Shear Velocity <br />
<br />
:S or shear waves cause shearing deformation in a material during seismic events. Shear waves can be measured directly with a seismic cone penetration test or by crosshole tests. Shear wave velocity can be calculated from the shear modulus G (Vs=Square Root (G/ρ ), ρ=soil density or from correlations to standard penetration tests. <br />
<br />
:f. Gmax (kpa) = Maximum Shear Modulus <br />
<br />
::Gmax =ρVs2 <br />
<br />
::Gmax can also be attained from correlations of overburden stress or from standard penetration tests. <br />
<br />
:g. G (kPa)= Shear Modulus <br />
<br />
:Shear modulus is used in calculating stiffness values for footings. As the shear strain of the soil increases during seismic events, the shear modulus decreases. Shear modulus is calculated from seismic response analysis programs such as SHAKE91. <br />
<br />
:h. Es (kPa) = Youngs Modulus of Elasticity Es can be obtained from cone penetration tests and/or flat plate dilatometer tests, or calculated if the shear modulus and Poisson's ratio are known. <br />
<br />
::Es = 2(1+υ)G <br />
<br />
::G = shear modulus <br />
<br />
::υ= Poisson's ratio <br />
<br />
==321.2.10 Appendix==<br />
===321.2.10.1 Soil Classification Guide (Cohesive Soil)===<br />
[[image:321.2.11.2 Guide 1.jpg|center|750px]]<br />
[[image:321.2.11.2 Guide 2.jpg|center|750px]]<br />
<br />
<br />
'''Plasticity Chart'''<br />
[[Image:321.2.11.2 Plasticity Chart.jpg|center|700px|thumb|<center>'''ASTM D 2487'''</center>]]<br />
<br />
===321.2.10.2 Soil Classification Guide (Non-cohesive Soil)===<br />
[[image:321.2.11.3 Guide 1.jpg|center|750px]]<br />
[[image:321.2.11.3 Guide 2.jpg|center|750px]]<br />
<br />
===321.2.10.3 Rock Classification Guide===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Mechanical Sedimentary Rock'''<br />
|+''(Modified after Ref. DM 7.1 1982 and Oregon DOT 1987)''<br />
! style="background:#BEBEBE"|Grain Size !! style="background:#BEBEBE" colspan="2"|Composition!! style="background:#BEBEBE"|Name<br />
|-<br />
|rowspan="2"| Mostly coarse grains||colspan="2"|Rounded pebbles in medium grained matrix.||Conglomerate<br />
|-<br />
|colspan="2"|Angular coarse rock fragments.||Breccia<br />
|-<br />
|rowspan="4"|More than 50% of medium grains||rowspan="4"|Medium quartz grains||Less than 10% of other minerals||Sandstone<br />
|-<br />
|Appreciable quantity of clay minerals||Argillaceous sandstone<br />
|-<br />
|Appreciable quantity of calcite||Calcareous sandstone<br />
|-<br />
|Over 25% feldspar||Arkose<br />
|-<br />
|More than 50% fine grain size||colspan="2"|Fine to very fine quartz grains with clay minerals, gritty feel||Siltstone (if laminated silt shale)<br />
|-<br />
|More than 50% fine grain size||colspan="2"|Microscopic clay minerals and very fine quartz, <10% other minerals||Mudstone or claystone(if laminated clay shale)<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Chemical Sedimentary Rock'''<br />
! style="background:#BEBEBE"|Grain Size !! style="background:#BEBEBE" |Composition!! style="background:#BEBEBE"|Name<br />
|-<br />
|rowspan="2"|Microscopic||Calcite fragments and calcite cement. White or gray or bluish in color. Fizzes strongly with dilute HCL.||Limestone<br />
|-<br />
|Carbonate almost completely transformedto dolomite. Often yellowish or pinkish in color. Fizzes weakly with dilute HCL.||Dolomite<br />
|-<br />
|Variable||Recrystallized silica||Chert<br />
|-<br />
|}<br />
Micaceous - Appreciable mica, Calcareous - Limey appreciable calcite, Carbonaceous - Appreciable carbon material, Siliceous - Appreciable silica, Argillaceous - Appreciable clay minerals<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Common Igneous Rock'''<br />
|+''(Ref. Oregon DOT 1987)''<br />
! style="background:#BEBEBE"|Intrusive (Course Grained) !! style="background:#BEBEBE" |Essential Minerals!! style="background:#BEBEBE"|Common Accessory Minerals!!style="background:#BEBEBE" |Extrusive (Fine Grained)<br />
|-<br />
|Granite||K-feldspar, Quartz||Plagioclase, mica, amphibole, pyroxene||Rhyolite<br />
|-<br />
|Diorite||Plagioclase||Mica, amphibole, pyroxene||Andesite<br />
|-<br />
|Gabbro||Plagioclase, Pyroxene||Amphibole||Basalt<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Bedding Thickness'''<br />
|+''(Modified after Ref. 1997 FHWA Subsurface Inv. Manual)''<br />
|''' Very thick bedded'''||Greater than 3' thick (>1m)<br />
|-<br />
|'''Thick bedded'''||1' to 3' thick (0.3 to 1.0m)<br />
|-<br />
|'''Medium bedded'''||4" to 1' thick (0.1 to 0.3m)<br />
|-<br />
|'''Thin bedded'''||1 1/4" to 4" thick (30mm to 100mm)<br />
|-<br />
|'''Very thin bedded'''||1/2" to 1 1/4" thick (10mm to 30mm)<br />
|-<br />
|'''Thickly laminated'''||1/8" to 1/2" thick (3mm to 10mm)<br />
|-<br />
|'''Thinly laminated'''||1/8" or less (paper thin) (<3mm)<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Scale of Relative Rock Hardness'''<br />
|+''(Modified after Ref. 1997 FHWA Subsurface Inv. Manual)''<br />
! style="background:#BEBEBE"|Term!! style="background:#BEBEBE"|Field Identification!! style="background:#BEBEBE"|Approximate Unconfined Compressive Strength, kg/cm<sup>2</sup> (tsf)<br />
|-<br />
|Extremely Soft||Can be indented by thumb nail.||2.6 - 10<br />
|-<br />
|Very Soft||Can be peeled by pocket knife.||10 - 50<br />
|-<br />
|Soft||Can be peeled with difficulty by pocket knife. Small, thin pieces can be broken by finger pressure.||50 - 260<br />
|-<br />
|Medium Hard||Can be grooved 2mm (0.05") deep by firm pressure of knife.||260 - 520<br />
|-<br />
|Moderately Hard||Requires one hammer blow to fracture.||520 - 1040<br />
|-<br />
|Hard||Can be scratched with knife or pick only with difficulty. Hard hammer blows required to detach hand specimens.||1040 - 2610<br />
|-<br />
|Very Hard||Cannot be scratched by knife or sharp pick. Breaking of specimens requires several hard blows of the pick.||>2610<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Degree of Weathering'''<br />
|+''(Modified after Ref. AASHTO 1988, DM 7.1 1982, and Oregon DOT 1987)''<br />
|-<br />
|'''Slightly Weathered'''||Rock generally fresh, joints stained and discoloration extends into rock up to 25mm (1in.),open joints may contain clay, core rings under hammer impact.<br />
|-<br />
|'''Weathered'''||Rock mass is decomposed 50% or less, significant portions of rock show discoloration and weathering effects, cores cannot be broken by hand or scraped by knife.<br />
|-<br />
|'''Highly Weathered'''||Rock mass is more than 50% decomposed, complete discoloration of rock fabric, core may be extremely broken and gives clunk sound when struck by hammer, may be shaved with a knife.<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Grain Size (Typically for Sedimentary Rocks)'''<br />
|+''(Modified after Ref. FHWA 1997 Subsurface Inv. Manual)''<br />
! style="background:#BEBEBE"|Description !!style="background:#BEBEBE"|Diameter (mm)!! style="background:#BEBEBE"|Field Identification<br />
|-<br />
|Very Coarse Grained||align="center"|>4.76||align="center"| -<br />
|-<br />
|Coarse Grained||align="center"| 2.0 - 4.76||Individual grains can easily be distinguished by eye.<br />
|-<br />
|Medium Grained||align="center"|0.42 - 2.0||Individual grains can be distinguished by eye.<br />
|-<br />
|Fine Grained||align="center"|0.074 - 0.42||Individual grains can be distinguished by eye with difficulty.<br />
|-<br />
|Very Fine Grained||align="center"|<0.074||Individual grains cannot be distinguished by unaided eye.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Voids'''<br />
|+''(Ref. AASHTO 1988)''<br />
|'''Pit'''||Voids barely seen with the naked eye to 6mm (0.25in.)<br />
|-<br />
|'''Vug'''||Voids 6 to 50mm (0.25 to 2in.) in diameter<br />
|-<br />
|'''Cavity'''||50 to 600mm (2 to 24in.) in diameter<br />
|-<br />
|'''Cave'''||>600mm<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Rock Quality Description'''<br />
|+''(Ref. AASHTO 1988 AND DM 7.1 1982)''<br />
! style="background:#BEBEBE"|Rock Mass Description !!style="background:#BEBEBE"|RQD<br />
|-<br />
|Excellent||90 - 100<br />
|-<br />
|Good||75 - 90<br />
|-<br />
|Fair||50 - 75<br />
|-<br />
|Poor||25 - 50<br />
|-<br />
|Very Poor||Less than 15<br />
|}<br />
<br />
====321.2.10.3.1 Field Identification System for Rock Classification====<br />
[[image:321.2.11.4.jpg|center|750px|thumb|<center>'''Field Identification for Rock Classification'''</center>]]<br />
<br />
====321.2.10.3.2 Rock Quality Designation====<br />
<br />
<center>'''Modified Core Recovery as an Index of Rock Quality (after Deere et al, 1967)'''</center><br />
<br />
Rock Quality Designation, RQD, is based on a modified core recovery procedure which, in turn, is based indirectly on the number of fractures and amount of softening or alteration in the rock mass as observed in the rock cores from a drill hole. Instead of counting the fractures, an indirect measure is obtained by summing up the total length of core recovered but counting only those pieces of core which are 4 in. long or longer, and which are hard and sound.<br />
<br />
If the core is broken by handling or by the drilling process (i.e., the fracture surfaces are fresh irregular breaks rather than natural joint surfaces), the fresh broken pieces are fitted together and counted as one piece, provided that they form the requisite length of 4 inches. Some judgment is necessary in the case of sedimentary rocks and the foliated metamorphic rocks, and the limestones, sandstone, etc. However, the system has been applied successfully even for shales although it was necessary to log the cores immediately upon removing them from the core barrel before air-slaking and cracking began.<br />
<br />
An example is given below from a core run of 60 inches. For this particular case the total core recovery was 50 inches, yielding a core recovery of 83%. On the Modified basis, only 34 inches are counted and the RQD is 57%. It has been found that the RQD is a more sensitive and consistent indicator of general rock quality than is the gross core recovery percentage.<br />
<br />
The procedure obviously penalizes the rock where recovery is poor. This is appropriate because poor recovery usually depicts poor quality rock. It is not always true, however, because poor drilling equipment and technique can also cause poor recovery. For this reason double-tube core barrels of at least NX-size (2 1/8 in. diameter) are usually specified and proper supervision of the drilling is imperative.<br />
<br />
As simple as the procedure appears, it has been found that there is a reasonably good relationship between the numerical values of the RQD and the general quality of the rock for engineering purposes. This relationship is below:<br />
<br />
[[Image:321.2.11.4.2.jpg|center|700px]]<br />
<br />
====321.2.10.3.3 Core Handling and Labeling====<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:321.2.4.2.jpg|right|250px]]||[[image:321.2.4.2 core box.jpg|right|250px]]<br />
|}<br />
<br />
Rock core from geotechnical explorations should be stored in structurally sound core boxes made of wood or corrugated waxed cardboard. Wooden boxes should be provided with hinged lids, with the hinges on the upper side of the box and a latch to secure the lid in a closed position. Waxed cardboard boxes should be protected from the elements and in no instance should they be exposed to rainfall or placed directly upon damp ground.<br />
<br />
Cores should be placed in the boxes from left to right, top to bottom. The core should read like a book left to right. When the upper compartment of the box is filled, the next lower compartment (and so on until the box is filled) should be filled, beginning in each case at the left-hand end. The depths of the top and bottom of the core and each noticeable gap in the formation should be marked by a clearly labeled wooden spacer block. Spacers should be placed in the core box to immobilize the core and to keep the core in the correct position. Spacers are necessary due to core loss and when unconfined compression samples are removed from the core. The spacers should be labeled and in the case of core loss the spacer should be placed at the depth of the core loss if known or at the end of the run if not known. Spacers may be wooden blocks, pvc pipe, cardboard tubes, etc. Core box labels and spacers labels should be completed using indelible black marking pens.<br />
<br />
Cores should be handled carefully during transfer from barrel to box. Cores should freely come out of the core barrel tube. In the case of shales that tend to swell, it may be necessary to extrude the core from the core barrel. In no case should the core barrel be allowed to be beaten on or thumped against a wooden block. Deliberate breaks of the core are allowed in order to fit the core into the core box.<br />
<br />
[[Image:321.2.11.4.3.jpg|center|750px]]<br />
<br />
====321.2.10.3.4 Symbols for Rock and Soils====<br />
[[image:321.2.11.4.4.jpg|center|475px]]<br />
<br />
===321.2.10.4 Atterburg Limits and Expected Erosion Potential===<br />
[[image:321.2.11.5.jpg|center|750px|thumb|<center>'''Suggested Trend of Erosion Characteristics for Fine-Grained Cohesive Soils with Respect to Plasticity'''</center><br />
<center> Gibbs and Holts, 1962</center>]]<br />
<br />
<br />
===321.2.10.5 Correlations of Strength Characteristics===<br />
[[image:321.2.11.6.1.jpg|center|700px]]<br />
<br />
<br />
[[image:321.2.11.6.2.jpg|center|700px]]<br />
<br />
===321.2.10.6 Example Forms===<br />
[[image:321.2.10.6.1.jpg|center|750px|thumb|<Center>'''Fig. 321.2.10.6.1, Auger Log'''</center>]]<br />
<br />
<br />
[[image:321.2.10.6.2.jpg|center|750px|thumb|<Center>'''Fig. 321.2.10.6.2, Bridge Log'''</center>]]<br />
<br />
<br />
[[image:321.2.10.6.3.jpg|center|750px|thumb|<Center>'''Fig. 321.2.10.6.3, Seismic Summary Sheet'''</center>]]<br />
<br />
<br />
[[image:321.2.10.6.4.jpg|center|750px|thumb|<Center>'''Fig. 321.2.10.6.4, Lpile and Driven Summary Sheet'''</center>]]<br />
<br />
<br />
[[Category: 321 Geotechnical Engineering]]</div>Hoskirhttps://epg.modot.org/index.php?title=321.2_Geotechnical_Guidelines&diff=58617321.2 Geotechnical Guidelines2026-05-06T15:57:58Z<p>Hoskir: /* 321.2.1.2 Types of Reports */ updated per RR4175</p>
<hr />
<div><div style="float: right; width: 550px; margin-top: 5px; margin-left: 30px; margin-bottom: 30px;">__TOC__</div><br />
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<div style="float: right; margin-top: 5px; margin-left: 15px; width:320px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Additional Resources</center></u>'''<br />
* [[media:I 64.pdf|Design Skin Friction and End-bearing of Drilled Shafts in Shale, I-64 Project]]<br />
* [http://epg.modot.org/documents/321_Field_Guide.pdf Field Guide] <br />
* [http://epg.modot.org/documents/321_Fill_Slope_Guide.pdf Fill Slope Guide] <br />
* [http://epg.modot.org/documents/321_Geophysical_Methods_FHWA_1998.pdf Geophysical Methods FHWA 1998] <br />
* [https://highways.fhwa.dot.gov/sites/fhwa.dot.gov/files/FHWA-NHI-16-072.pdf Geotechnical Site Characterization]<br />
* [http://epg.modot.org/documents/321_Modified_State_Plane.pdf Modified State Plane] <br />
* [http://epg.modot.org/documents/321_MoDOT_Field_Log_Protocol.pdf MoDOT Field Log Protocol] <br />
* [http://epg.modot.org/documents/321_p-y_Curve_Criteria.pdf P-Y Curve Criteria] <br />
* [http://epg.modot.org/documents/321_Seismic_Procedure.pdf Seismic Procedure] <br />
* [http://epg.modot.org/documents/321_Soil_Profile_Type.pdf Soil Profile Type] <br />
* [[media:Split Spoon Test in Shale.doc|Split Spoon Test in Shale]]<br />
* [http://epg.modot.org/documents/321_Subsurface_Inv_Manual_FHWA.pdf Subsurface Investigation Manual FHWA 1997] <br />
* [http://epg.modot.org/documents/321_Towers.pdf Towers] <br />
</div><br />
<br />
==321.2.1 Overview of MoDOT Practice== <br />
<br />
===321.2.1.1 Geotechnical Organization of MoDOT===<br />
<br />
Geotechnical functions in MoDOT are performed by personnel assigned to the Materials Engineering Unit, both in the district and at Central Office in Jefferson City. Each of the districts has a District Geologist or District Soils and Geology Technologist who reports to the District Operations Engineer. At the division/unit level, these functions are administered through the [https://modotgov.sharepoint.com/sites/cm/SitePages/Geotechnical.aspx Geotechnical Section]. <br />
<br />
The district geologist's most important job is the performance and reporting of the soil survey. Basic functions of the soil survey include typing soil and rock materials and determining their limits and engineering characteristics. Other important responsibilities are obtaining preliminary bridge foundation information and identification of potential foundation problems which should be investigated in more detail by division/unit level personnel assigned to the Geotechnical Section. These are referred to as, for lack of a better term, "Special Investigations." <br />
<br />
The Geotechnical Section has a specialized soil laboratory with technicians and equipment for performing consolidation tests, various forms of shear tests, and other specialized soil tests. Professional level employees with academic backgrounds in Geology and Civil or Geological Engineering concentrate on one or more specialties. A drilling subsection assigns equipment and personnel statewide as needed by either district or Central Office staff. The section does all final foundation investigations for structure layouts prepared by the Bridge Unit's Preliminary Engineering Section and all of the settlement and stability investigations referred to it by the districts. Other duties include slide investigations, work on subgrade and base stabilization, geophysical explorations, research activities and "other duties as assigned." <br />
<br />
The drilling section employs its own staff of field drilling personnel and drilling support equipment. <br />
<br />
Drilling equipment includes Mobile B-31 combination power augers and pavement drills, a pavement drill, Failing 1500 core drills, a CME 850 all-terrain unit, CME 45 truck mounted unit for environmental investigations, and track mounted Simco Versa Drills. A portable barge is available to support one of the smaller drills for use on small lakes and streams.<br />
<br />
===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.<br />
<br />
===321.2.1.3 "Special Investigations" ===<br />
<br />
So-called "special investigations" usually pertain to embankment settlement and slope stability problems. Normally the district identifies potential problems during the soil survey and requests the Geotechnical Section to investigate. In some cases, the problem may not be identified until the final foundation investigation is made for the structure. This is late in the game from a design standpoint, but much better than finding it under contract. <br />
<br />
The recommendations made as a result of these investigations may influence structures in various ways; bridge length may be affected, end fill slopes and culvert camber, etc. The most common effect is on construction sequence and rate of construction. Piles should not be driven in an embankment until it has stopped settling and until excess foundation pore pressures have dissipated. <br />
<br />
For embankments, i.e., roadway items, very specific recommendations are made as to remedial courses of action rather than saying here is the problem and leaving it to the designer to figure out a solution. However, more than one solution may be technically feasible and it should be realized that other considerations, such as economics, may dictate which solution is actually chosen. Face-to-face meetings with the concerned designers before a report is issued are important to permit mutual exploration of the problem and the ramifications of possible solutions. <br />
<br />
==321.2.2 Policy Sources==<br />
[[image:321.2.2.jpg|right|260px|thumb|<center>'''From the early 1950s'''</center>]] <br />
'''Construction and Materials''' <br />
<br />
1. Preliminary Geotechnical Report, [[320.1 Preliminary Geotechnical Report|EPG 320.1 Preliminary Geotechnical Report]]<br />
<br />
2. Release of Subsurface Information, [[320.2 Release of Subsurface Information|EPG 320.2 Release of Subsurface Information]]<br />
<br />
3. Drilling Operations, [[320.3 Drilling Operations|EPG 320.3 Drilling Operations]]<br />
<br />
4. Procedure for Final Sounding, [[320.4 Procedure for Final Sounding|EPG 320.4 Procedure for Final Sounding]]<br />
<br />
5. Foundation Investigations, [[320.5 Foundation Investigations|EPG 320.5 Foundation Investigations]]<br />
<br />
6. Slide Investigation, [[320.6 Slide Investigations|EPG 320.6 Slide Investigations]]<br />
<br />
7. Quarantine Regulations, [[320.7 Quarantine Regulations|EPG 320.7 Quarantine Regulations]]<br />
<br />
8. Soil Survey Lab, [[320.1 Preliminary Geotechnical Report#320.1.5 Laboratory Testing|EPG 320.1.5 Laboratory Testing]] <br />
<br />
9. Soils and Geology Laboratory Testing, [[320.1 Preliminary Geotechnical Report#320.1.6 Geotechnical Laboratory Testing|EPG 320.1.6 Geotechnical Laboratory Testing]]<br />
<br />
10. Quarantine Regulations, [[320.7 Quarantine Regulations#320.7.3 Laboratory Procedure|EPG 320.7.3 Laboratory Procedure]]<br />
<br />
'''Traffic Control'''<br />
<br />
1. FHWA - ''Manual on Uniform Traffic Control Devices ''<br />
<br />
2. [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]]<br />
<br />
'''Safety''' <br />
<br />
1. MHTD - Handbook of Safety Rules and Regulations ???<br />
<br />
==321.2.3 Performing Foundation Investigations For Structures== <br />
<br />
===321.2.3.1 Objectives ===<br />
<br />
'''1.''' Develop subsurface information adequate to permit design of any technical and economical type of structure foundation for the site under investigation. <br />
<br />
'''2.''' Develop subsurface information adequate to evaluate stability and deformation potential of embankments and proposed slope templates in the structure area, including walls and channel slopes, if not already addressed by prior investigations. <br />
<br />
'''3.''' Develop subsurface information adequate to evaluate need for special erosion protection <br />
measures necessary to protect the proposed construction. <br />
[[image:321.2.3.2.jpg|right|350px]]<br />
===321.2.3.2 Resources ===<br />
<br />
1. Preliminary Bridge Report <br />
<br />
2. Soil Survey Report <br />
<br />
3. Foundation Investigation Reports for Old or Adjacent Structures <br />
<br />
4. As-Built Plans for Old or Adjacent Structures <br />
<br />
5. Special Foundation Investigation Reports <br />
<br />
6. Geologic and Topographic Maps <br />
<br />
7. Air Photos <br />
<br />
===321.2.3.3 General Procedures ===<br />
<br />
The first step after receipt of a request from the Bridge Unit or district is a file search for soil survey reports, preliminary bridge reports, and foundation reports for adjacent structures. A packet of information, which includes plans, correspondence, and prior reports is assembled for field use. Next, the district is consulted for advice as to field conditions, problems with utilities, crops, landowners, etc. If site access conditions are especially bad, someone from the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section] may visit the site to determine what equipment may be needed and how the site can be reached. As noted previously, either the Bridge Unit or the district's boring plan may be modified as appropriate given site conditions and constraints. Some of the considerations here include: <br />
<br />
:'''1. General knowledge of conditions in the physiographic or geologic area where the work is to be done.''' This strongly influences the kind of investigation which should be performed and how detailed it should be. For example, in the Springfield area, residual clay over heavily pinnacled rock is likely and the most important thing is to map the rock surface irregularities with a lot of auger borings to rock so that point bearing pile lengths can be determined. In the bootheel area, auger borings are virtually worthless and standard penetration test borings for design of friction piles are most important. <br />
<br />
:'''2. Site access conditions are a very practical consideration.''' It may just not be feasible to drill a hole in the middle of an urban interstate highway and it may be extremely difficult and/or expensive to drill one in the middle of a river. That is where judgments must be made about how necessary that particular boring is: can conditions be reasonably extrapolated from offset borings, would geophysical methods work as well, etc.? In many cases, the borings can be omitted with little risk. In other situations, considerable expense and trouble may be justified to get on location. This may involve a different type of equipment, hiring a bulldozer, mobilizing the portable barge, or temporarily blocking a lane of roadway. The most extreme access problems involve major river or lake crossings where barges, tugs, and support services must be provided by contract. <br />
<br />
:'''3. The third consideration involves foundation conditions actually encountered as the investigation progresses.''' This is a principal reason why all MoDOT foundation investigations are supervised in the field by trained personnel. If conditions encountered are different than anticipated, it is expected that the scope of the investigation will be adjusted as necessary to fit actual conditions. <br />
<br />
:'''4. As previously noted, the Geotechnical Section rarely makes recommendations for specific foundation types.''' The basic aim is to furnish the Bridge Unit with the information needed to develop designs for foundation types practical for a particular site. Several rules of thumb are helpful in deciding what is practical. For example: <br />
<br />
::'''a. Spread footings''' <br />
<br />
::Spread footings for bridges will not be considered unless foundation material has an unconfined compressive strength of 3 tsf or more, and such material is within a fairly shallow depth. If firm material is 10 feet or more below final grade line, then piles will be used. <br />
<br />
::'''b. Deep Foundations '''<br />
<br />
::MoDOT guidelines used to estimate how far to carry standard penetration tests for design of friction piles are 30 continuous feet of bearing strata with an N60 value of 20 or greater. It is normal practice to drill half again as deep, or at least 100 ft. in any case, to check depth to rock for a point-bearing option. Point bearing is usually a feasible option almost everywhere in the state except in the southeast lowlands or "bootheel" area where sands extend to depths of several thousand feet. Even here, however, a careful check must be made for the possible presence of soft clay layers within and just below the range of probable friction pile penetration. <br />
<br />
::'''c. Culverts with Floor Slab Omitted '''<br />
<br />
::Large box culverts may be built more economically if a floor slab can be omitted. The Bridge Unit feels this is generally feasible if rock is within five feet of flowline. So, where rock may be shallow, an attempt is made to drill auger holes every 25 ft. or so along each proposed wall. An attempt is made to judge the durability of the rock based on inspection of exposures and cores and knowledge of past performance of particular formations. The rock should have an RQD equal to or greater than 75 and should not be thin bedded. If rock is deeper, only a few auger borings to verify this fact may be sufficient. <br />
<br />
::'''d. Culverts with Compressible Foundations '''<br />
<br />
::Culverts, if built over compressible foundations, may require special investigations based on undisturbed sampling to determine need for camber to compensate for settlement and to assess the danger of joints opening due to spreading caused by settlement. In some areas of the state where this is a particular problem, structural collars are sometimes recommended around joints to control spreading and faulting and piping of silty soils into opened joints. <br />
<br />
::'''e. Retaining Structures '''<br />
<br />
::For retaining structures, information is obtained for determination of allowable footing bearing pressures and angles of internal friction of the materials to be retained and the foundation material. The latter is done by correlation to Plasticity Index (PI) for walls of low height (using the average correlation less one standard deviation), Appendix F, and by drained shear testing for higher and more critical structures. In some cases, it may be necessary to obtain undisturbed samples for testing in order to evaluate overall stability of the slope of which the wall will be a component. By agreement with the Bridge Unit, evaluation of global or overall stability is a Geotechnical Section responsibility. If inadequate global stability is likely, possible solutions are evaluated - such as lowering the base of the wall, increasing the width to height ratio and excavation and replacement with rock fill, etc. <br />
<br />
::'''f. Spill and Channel Slopes '''<br />
<br />
::The Geotechnical Section attempts to furnish overall guidance on prudent slope selection. This was done first by development of criteria, based on soil type and geologic origin, which is used by the district geologist in making project slope recommendations. Secondly, a review is made, often by specific request of the Bridge Unit, of the adequacy of embankment stability in the vicinity of the bridge ends, particularly at stream crossings. Geotechnical recommendations may affect bridge length, the fill end slopes, and erosion control measures for the channel banks. Often, for example, evidence will be found of channel bank failures which reflect a need for bank stabilization or bridge lengthening. <br />
<br />
::'''g. Special Investigations '''<br />
<br />
::These investigations were discussed in Section I where it was noted that, while normally initiated by the district as part of the soil survey, a problem may not be identified until final bridge soundings are being done. Undisturbed foundation sampling is done or supervised by a geologist, engineer, or senior technician. Large diameter samples are strongly preferred, often of 5 in. diameter, although 3 in. diameter samples are also commonly taken. In very soft soils, piston samplers are used in lieu of the normal Shelby tubes. Continuous undisturbed sampling is preferred, with frequent use of a 5 in. sampler, then a 3 in. sampler, followed by pushing a split spoon for inspection before cleaning the hole and restarting the cycle. MoDOT practice differs from that of many agencies in that soil samples are routinely extruded in the field. This permits thorough inspection and logging, obtaining field moisture and Atterberg Limits Classification samples, and preliminary field testing with the Torvane and Pocket Penetrometer. Most important, it permits the technical supervisor to develop a good feel for the problem as the investigation progresses. Samples are selected and designated at this time for certain types of testing, wrapped in foil, and sealed in wax in cartons for transport back to the lab. [[image:321.2.3.3.jpg|right|275px|thumb|<center>'''Direct Shear Testing'''</center>]]For a typical problem involving an embankment settlement and stability problem, the lab testing program will include moisture contents, Atterberg limits, consolidation tests, unconfined compression, and drained, direct shear tests, all supplemented by Torvane and Pocket Penetrometer tests. Stability analyses are performed using a computer program, either circle analysis (Bishop), block and wedge (Spenser), or both as may be most appropriate for particular circumstances. Total strengths are used to assess the initial or rapid construction case. Effective stress analyses are used to assess fully consolidated conditions as well as intermediate degrees of consolidation. This data can be interpreted to assess the need for controls on rate of construction. <br />
<br />
::Amount of settlement estimates have been found to be fairly accurate. Actual rates of settlement are usually, but not always faster, than predicted. If a predicted time of settlement appears critical, office calculations are checked by doing field permeability tests and back figuring coefficients of consolidation. Usually, field perms will indicate much faster drainage, but sometimes agree very well with predictions based on laboratory tests. Before using vertical sand drains or any very expensive solution, field permeability testing should be done.<br />
<br />
===321.3.3.4 Division of Responsibility ===<br />
<br />
'''1. The Bridge Unit or district prepares a sounding layout with a suggested boring plan. '''<br />
<br />
'''2. It is the geotech's responsibility to adjust or modify that plan as necessary to accomplish the objectives previously outlined, based upon the site conditions and practical access problems which may be encountered. '''<br />
<br />
'''3. The geotech should identify and investigate any geotechnical problems which may preclude or adversely affect the proposed design and be prepared to offer recommendations for alternative designs or design modification. '''<br />
<br />
'''4. Retaining walls.''' The Bridge Unit or District is responsible for checking all aspects of structural (internal) stability and for evaluating external stability with respect to overturning, sliding (at the base of the wall) and bearing failure. The [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section] is responsible for furnishing the data inputs necessary for the external stability checks and for evaluating overall or global stability included slopes for which the proposed wall may be a component. <br />
<br />
'''5. Bridges.''' The Bridge Unit will design the foundation units in almost all cases but may ask for design assistance in certain instances. It is the geotech's responsibility to furnish data inputs of the type and quantity required to design those foundation types which are technically and economically feasible at each site. This infers that the geotech must have the capability and knowledge, and must have developed the information necessary to design the foundation if requested to do so. Keep in mind that a foundation cannot be designed in isolation. You can design an individual pile or footing but you must also know column and bent loads, group or cluster effects, embankment "drag loads", etc. and understand the interactions of the resulting stresses. <br />
<br />
'''6. Allowable Bearing.''' "Allowable bearing" is not an intrinsic soil property but rather is a value based upon intrinsic soil properties as influenced by a specific arrangement of specific types, dimensions, and loadings of foundation units and the resulting distributions of stresses. It is not to be confused with "presumptive bearing values" or any specific measure of soil strength. While in most instances the distinction may seem academic, it can be a critical distinction. Examples: (1) A single square footing will have a different "allowable bearing" than a strip footing or a rectangular footing and that of either type may be adversely affected by the proximity of another bearing unit. (2) Similarly, the capacity of a single friction pile or a single earth anchor may be reduced by the proximity of similar units. In any case, "allowable bearing" is influenced not only by the factor of safety against failure (the usual criterion) but also by considerations of allowable deformations in the structure. The underlying reason why higher factors of safety against bearing failure are utilized than for other failure modes is to limit deformation. Keeping unit loads near the unconfined compressive strength (not in excess of about 1.2 Qu) keeps loads at or below the preconsolidation value of the soil.<br />
<br />
===321.2.3.5 Practical Considerations ===<br />
<br />
'''1. "Proofing" of Foundations.''' This touches on how foundations are actually built. If point bearing piles are used, the adequacy of the rock supporting the tip is "proofed" in excess of in-service loads by the dynamic stresses associated with driving the pile so there is relatively little cause for concern about the possibility of a void or cavern beneath the pile tip. This affects the conduct of the foundation investigation. A core may be irrelevant and it may be sufficient to rock bit five feet or so into rock in a couple holes and simply auger to rock (augering deep enough to be sure it's not a boulder) in the rest of the borings - even omitting many holes if rock is deep and of relatively constant elevation. Footings and drilled shafts on the other hand are loaded statically as the bridge is built. "Proofing" must be done by borings, either during the foundation investigation or as a construction requirement after the excavation is completed and prior to placing steel or pouring concrete. Drilled shafts often have very high unit loads so cores and even compression tests of the recovered core may be important, especially with weaker rock types. In hard rock, both cored and rock-bitted holes should be advanced to a significant depth below probable tip elevation to detect possible cavities or soft zones. Of course, if the <u>exact</u> location of the drilled shaft is unknown, only a few deep borings may be sufficient for preliminary design providing the contract is structured to require confirmation borings at each shaft location during construction. <br />
<br />
'''2. Construction Problems.''' In most cases, investigative techniques are clear cut and the scope of the investigation may be less detailed when only one type of foundation is feasible. However, the scope of investigation should be influenced by considerations of the possible consequences of a change in foundation type during construction. If spread footings on rock are anticipated but no rock is found at one column, then a pile driver must be brought in. If there is no bid item for that type of work, then the price must be negotiated. The contractor will likely ask for an additional working day and claim severe impact costs, etc. For these reasons, more thorough work (at least in numbers of borings) are needed where spread footings are anticipated than for most other foundation types. Of course, being shallow, the borings should be completed more quickly. The reverse circumstance is less critical. If piles are planned and a suitable bearing stratum for footings is found on one bent, it is a simple matter to form and pour the footing while under running the piles at that location. This also has implications with respect to the scope of the foundation investigation. There is often little risk in omitting holes when piles are the logical foundation type and subsurface conditions appear uniform. <br />
<br />
'''3. Footings on Hard Rock.''' For most simple structures, spread footings on hard rock will be of some practical minimum size so that unit loads will usually be 10 tsf or less and almost never in excess of 20 tsf. This is one reason why strength tests on hard rock are usually rather pointless and judgments on hard rock allowable bearing capacities are subjective, sometimes involving building code tables, RQD, and other empirical means. Keep in mind that the discontinuities of rock (bedding planes, joints, etc.) and, in particular, any loss while coring represent the real bearing limitations of that rock. You must rely on the driller's judgment as to why you didn't recover core. If the drill stem dropped quickly with little or no resistance, you have a void, a clay seam, or other soft material. <br />
Footings on soft rocks such as clay shales, claystones and even some sandstones and siltstones are another matter. Here the normal allowable bearings may be within a much lower range, requiring substantial enlargement of footings. In such cases, fairly detailed test data (SPT, Qu, and even pocket penetrometer data) may be needed to make judgments about allowable footing loads.<br />
<br />
===321.2.3.6 Philosophy ===<br />
[[Image:321 Drillers.jpg |right| 400px]]<br />
Philosophy may seem out of place in a technical guideline. Call it our "organizational culture" if you want to be more in vogue. <br />
<br />
'''1.''' THE BORING LOG IS SUPPOSED TO FURNISH USABLE FOUNDATION ENGINEERING INFORMATION. Any geologic, pedologic, or mechanistic factors influencing or contributing to the desired information are of importance. However, it is difficult to visualize what interest a bridge designer might have in a description such as: "A dark gray to black stratum of Willow Pond shale, fissile, containing lingulas, conodonts and various species of brachiopods." Similarly, describing a soil as "dark blue, moist, alluvial Tippecanoe montmorillonitic clay, mottled rusty red, derived from podsolic soil group" is mostly gobbledygook as far as a bridge designer is concerned. Emphasis should be concentrated on such engineering information as will be of value to the designer, regardless of the geotech's interest in micro- or macrofossils, fine distinctions in color shades, etc. For proper perspective, it should be kept in mind that the final aim is to build a bridge. <br />
<br />
'''2.''' How much information is enough? Answering this question involves a number of considerations. You must keep in mind the logistical overhead in getting you to the job. Property owners and utilities have been cleared; a survey party has staked the job; equipment has been scheduled and travel time committed to and from the job. Obviously you should take time to do it right. The geotech is the one individual on the job with the knowledge and responsibility to ensure the job is complete. It's important that you accept ownership of the investigation as a personal responsibility to satisfy the department's and your own objectives in performing the work.<br />
<br />
==321.2.4 Technical Guidelines for Geotechnical Investigations== <br />
<br />
===321.2.4.1 Bridges===<br />
<br />
1. Deep Foundations (Piling) <br />
<br />
:a. One Penetration hole per two bents. Example 4 bent bridge - 2 penetration holes. <br />
<br />
:b. Begin at the surface and run penetration tests every 5 ft. until 30 continuous feet of 20 blow count or better of bearing strata is encountered. After bearing is achieved, continue penetration tests at 10 ft. intervals until rock is encountered or boring is advanced to 100 feet. Core or rock bit 5 ft. of rock or shale. (Should adequate bearing be at a deep depth, it may be cheaper to use point bearing piling placed on rock. This is why we need at least 1 boring to establish rock elevation). <br />
<br />
:c. If shale is encountered and adequate bearing is not achieved in the overburden, run S.P.T. on top of shale, core 5 ft., run S.P.T., core 5 feet and run S.P.T. (This method of shale penetration and core can be modified if the engineer/geologist retrieves an adequate shale sample to run a Qu test. If a good sample of shale is retrieved, eliminate the penetrations at the middle and end of the core runs.) <br />
<br />
:d. If rock is encountered and adequate bearing is not achieved in the overburden, core10 feet of rock. <br />
<br />
:e. Augering <br />
<br />
::i. Northern Missouri or Bootheel - Take boring at least to 100 ft. if bedrock is not encountered. Other auger borings should be taken down to the depth where bearing is achieved as determined by the S.P.T. (Should adequate bearing be at a deep depth, it may be cheaper to use point bearing piling placed on rock. This is why we need at least 1 boring to establish rock elevation.) <br />
<br />
::ii. Central Missouri -- Normally make borings to bedrock and make pattern holes if the top of rock is uneven (more than 5 feet difference in rock elevation within one bent), especially for spread footings. <br />
<br />
::iii. Bootheel -- Auger some bents at least 20 feet below where bearing was achieved based on S.P.T. Check for any possible soft layers that may exist below bearing strata. <br />
<br />
::iv. P.A.W.T. - Pushed Auger Without Turning - describes a soft condition and should be noted on any log where this is done. <br />
<br />
:f. When eliminating bents due to bents falling within the waterway, make sure to penetrate until n values of greater than 20 are found for 25 or 30 consecutive feet below the elevation of the stream bed. <br />
<br />
:g. Samples <br />
<br />
::i. Atterberg samples of final grade surficial materials are required for geotextile recommendations on stream crossings. One sample on each side of the stream or river is adequate. <br />
<br />
::ii. Bridges located in seismic zones require earthquake sampling (see Earthquake Sampling, Page 22). <br />
<br />
2. Shallow Foundations <br />
<br />
:a. Spread footings on some or all of the intermediate bents will normally be used if the top of rock is no more than 12 ft. below finished grade. Therefore, at least 10 ft. of good core (RQD 75 or higher) should be acquired on the intermediate bents. It is important to make borings on all bents where this condition exists. Piling is normally used on the end bents except where the bridge end is positioned on a rock bluff. <br />
<br />
:b. When eliminating intermediate bents in waterways where rock is within 5 ft. of stream bottom elevation, 15 ft. of core below stream bottom elevation is needed. On major rivers, borings will normally be based on the type of footings that are planned (drilled shafts or spread footings). Always run S.P.T. in the overburden to aid contractor in driving coffer dams or drilling for shafts. <br />
<br />
:c. Samples <br />
<br />
::i. Atterberg samples of final grade surficial materials are required for geotextile recommendations on stream crossings. One sample on each side of the stream or river is adequate. <br />
<br />
::ii. Bridges located in seismic zones require earthquake sampling (see Earthquake Sampling, Page 22). <br />
<br />
3. Drilled Shafts (excluding major river and lake crossings) <br />
<br />
:a. Minimum of one core hole per bent for small structures and for larger structures in uniform geology. One core hole per column for larger structures in non-uniform geology. <br />
<br />
:b. Minimum of 25 ft. of core in rock and 30 ft. in shale. <br />
<br />
::i. Ex: For end bearing on rock and a 6' shaft. The top 5' of rock is not counted. 5' rock socket. For end bearing you need to go 2 X diameter below the rock socket, 12'. 5+5+12=22' say 25'. <br />
<br />
:c. Need Qu's for design of the rock socket. <br />
<br />
4. Drilled Shafts/River Borings ( major river and lake crossings) <br />
<br />
:a. Minimum of one core hole per column except for drilled shaft groups where 5 core holes per bent will be required. <br />
<br />
:b. Minimum of 40' of core in rock and 50' in shale. <br />
<br />
:c. Need Qu's for design of the rock socket. <br />
<br />
===321.2.4.2 Walls=== <br />
<br />
1. MSE (Mechanically Stabilized Earth) <br />
<br />
:a. Sample about every 200' with shelby tubes. Two sample holes per wall minimum. Try to sample where the wall is the highest. <br />
<br />
:b. Take undisturbed soil samples to at least 10 ft. below footing elevation for Qu, Direct Shear, and Atterberg limits. Need to find internal angle of friction for retained and foundation material. If retained material is fill, get internal angle of friction from soil survey. If sand is encountered, take samples for gradations and atterberg limits as appropriate (seismic). <br />
<br />
:c. If soil is too rocky to use shelby tube, penetrate every 2 1/2' at least 10 feet below footing elevation. Take Atterberg samples, moisture samples, and pocket penetrometer readings. <br />
<br />
:d. If foundation material is too soft to use shelby tubes or osterberg sampler, run S.P.T. at 2.5 ft. intervals for at least 10 ft. below footing elevation. If still soft, go to 5 ft. increment. May use cantilever wall on piling. Rock bit or core at least 5 ft. of good rock or shale. <br />
<br />
:e. If rock is encountered above footing elevation or before you sample 10' below bottom of wall, core a minimum of 5 ft. below bottom of wall for MSE wall and 10' minimum below bottom of wall for cantilever wall. <br />
<br />
:f. Auger holes are usually laid out about every 25'. If you are in uniform soil and rock is more than 5 ft. below the footing elevation, you can skip every other hole. Auger about 10' below bottom of wall or a little deeper if you suspect rock is close. <br />
<br />
2. Cantilever Walls or Spread Footings <br />
<br />
:a. Do similar to MSE wall except if rock is near footing elevation and wall may be set on rock, take 10 ft. of core (depending on wall height, 5' of good rock may be adequate) and if shale, run Qu's. <br />
<br />
3. Sound Walls <br />
<br />
:a. Use S.P.T. and 3" shelby tubes to sample a hole about every 200 ft. of wall length. <br />
<br />
:b. Push 3" shelby tube 2.5 feet followed by the split spoon sampler. <br />
<br />
:c. Run S.P.T. and shelby tube on the first 5 ft. interval below bottom of wall. Take Qus (for determination of allowable bearing), Atterberg samples, moisture samples, pocket penetrometer readings and torvane readings. <br />
<br />
:d. Continue to run S.P.T. at 2.5 intervals for at least 20 ft. below bottom of wall. Take Atterberg samples, moisture samples, and pocket penetrometer readings. <br />
<br />
:e. Amount of Rock Core. <br />
<br />
::i. If rock is encountered within 5 to 10' below bottom of wall, core 5'. <br />
<br />
::ii. If rock is less than 5' from bottom of wall, core 10'. <br />
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:f. Augering <br />
<br />
::i. Locations same as MSE walls. <br />
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::ii. Auger 25' below bottom of wall.<br />
<br />
===321.2.4.3 Box Culverts===<br />
<br />
1. Investigations for Using Rock as the Floor of the Culvert <br />
<br />
:a. If rock is encountered deeper than 5' below flow line, drill enough holes to makesure rock does not come up to within 5 feet of flow line. <br />
<br />
:b. If rock is encountered within 5 feet of the flow line, core a minimum of 2 holes per culvert. Usually one core hole on each side of the road. Core a minimum of 10'. <br />
<br />
:c. If rock is encountered within 5 feet of the flow line, auger every 10' for each wall in the box culvert (i.e., double box: 3 walls; single box: 2 walls, etc.) <br />
<br />
2. Culverts with Compressible Foundations <br />
<br />
:a. Usually one boring on each side of the stream crossing is adequate. The boring locations should be close to the stream and under the highest part of the proposed fill. <br />
<br />
:b. Sampling should be continuous shelby tubes unless material is too soft, then the Osterberg sampler should be used. <br />
<br />
:c. Samples required are 3" for consolidation tests and unconfined compression. Either 3" or 5" for Direct Shear and soil samples for Atterberg test. moistures, pocket penetrometer, and Torvane should also be obtained. <br />
<br />
===321.2.4.4 Light Towers ===<br />
<br />
1. Use S.P.T. and 3" shelby tubes to sample one hole per tower. <br />
<br />
2. Push 3" shelby tube 2.5 ft. followed by the split spoon. <br />
<br />
3. Clean out to the next 5' interval and repeat the procedure. <br />
<br />
4. Alternate S.P.T.s and 3" shelby tubes for at least 30' below finished ground line. Take Qus (undrained shear strength), Atterberg samples, moisture samples, pocket penetrometer readings, and torvane readings. <br />
<br />
5. In either cohesive or cohesionless soil, perform SPT test at 35’ and 40’ to complete the boring. Take Atterberg samples, moisture samples, and pocket penetrometer readings. <br />
<br />
6. If the soil is too rocky to use the Shelby tube, split spoon on 2.5 ft. intervals to achieve a depth of 30' below finished ground line and then penetrate again at 35’ and 40’ to complete the boring. <br />
<br />
7. Amount of Rock Core. <br />
<br />
:a. If rock is encountered within 20' of finished ground line, core 10'. b. If rock is more than 20' from finished ground line, core 5'. <br />
<br />
:b. If rock is more than 20' from finished ground line, core 5'. <br />
<br />
Tower borings will need to be reported on a bridge log for spt’s and core log and a summary sheet for p-y parameters and electro-chemical parameters. <br />
<br />
Cohesionless soil (Sand) <br />
<br />
:1. Friction Angle from Bowles 1977 using corrected Blow Count (N1)60 <br />
<br />
:::(N1)60 = CnN60 <br />
<br />
:::(N1)60 = N60 corrected for effective Overburden Pressure <br />
:::Cn = correction factor for Overburden Pressure <br />
:::::::(Peck et. al.1974) <br />
<br />
:2. Relative density from either DM 7.1-87 or FHWA/RD-86/102. DM 7.1 probably a better value because it accounts for effective overburden pressure. <br />
<br />
Cohesive soils <br />
<br />
:1. Undrained Shear Strength- USS or C from Bowles 1977 using uncorrected blow count N60, preferably Qu/2. <br />
<br />
:2. Friction Angle from correlation of PI to angle of internal friction minus one standard deviation as published in Navdocks DM-7. <br />
<br />
[http://epg.modot.mo.gov/documents/321_p-y_Curve_Criteria.pdf P-Y Curve Parameters] <br />
<br />
:1. K(f) = slope (variation) of linear subgrade modulus. From [[751.9 Bridge Seismic Design|EPG 751.9 Bridge Seismic Design]] or “Soil Properties (Lpile & Com624P)” <br />
<br />
:2. K(f)cyclic = for cyclic loading <br />
<br />
:3. E50 = strain at 50 % of the maximum difference in principal stresses, unitless, from Qu test and [[751.9 Bridge Seismic Design|EPG 751.9 Bridge Seismic Design]] or “Soil Properties (Lpile)” <br />
<br />
Electro Chemical Parameters <br />
<br />
:Resistivity is a function of the chloride ion and sulfate ion content and most of the time we will not run this test. To run the test we need about half a materials sack and the sample is entered into Per CM, updated "Site Manger" to "AWP".<br />
<br />
==321.2.5 Special Foundation Investigations== <br />
[[image:321.2.5.jpg|right|375px]]<br />
'''Slide Investigations '''<br />
<br />
1. Photograph slide and improvements effected by the movement such as culverts, bridge ends, utility poles, guard rail, pavement, fences, etc. Also, a good set of field notes should be kept. All written matter should be appropriately dated and identified. <br />
<br />
2. Survey entire area, leave no stone unturned (walk out area). <br />
<br />
3. Make notations concerning seepage, type of vegetation, etc. Locate seepage on sketches of plan and profile of slide. <br />
<br />
4. Identify slide by station limits. If station numbers are not available, reference slide, soundings, and other pertinent information to the nearest crossroad drainage structure or bridge end. One of the 4 compass points can be used to describe the offsets. Final plans can then be acquired and station numbers assigned to the various field notes. '''Field notes should include what the offsets are referenced to such as CL lane, CL median, edge of pavement, baseline, etc. '''<br />
<br />
5. Drainage structures should be inspected to determine if slide is deep seated and if structure replacement is necessary. (Measure distance from end of structure to major cracks or to any open joints.) <br />
<br />
6. Note leaning fences, trees, and power poles. Note the direction they lean. Rows of steel fence posts may be placed on the slope or slide area to detect further movements. <br />
<br />
7. Besides cross sectioning the slide area, at least one cross section should be taken at each end of the slide on the undisturbed slope. The spacing and number of sections taken in the slide area should be determined by the length and uniformity of slope and slide. Sections should extend out far enough to implement possible repairs. <br />
<br />
8. Power auger soundings should supply the following information: <br />
<br />
:a. Depth of disturbed material, especially for shallow slides. (Deep seated slides may require sampling as well as auger soundings to determine depth of slide.) Enough points should be drilled on the cross section to determine the location of the slide plane with reasonable accuracy. The location of the slide plane may be determined by pushing the auger. The scarp(s) of the slide should be plotted on the cross section as well as the sounding information to determine if a logical slide plane can be drawn. Additional soundings can be made at this time if necessary. <br />
<br />
:b. The texture, color, and consistency of all materials should be logged. '''(The term "till" should be used in the log where appropriate along with the texture and consistency.) '''<br />
<br />
:c. Water table reading should be taken after the hole has been drilled and again the following day, if possible. (For fill slides, water tables should be established on the shoulder, slide, and toe of slide. For backslope slides, water tables should be established back of the cut and on the slide.) It is suggested that 4 inch holes be drilled to establish water tables. Perforated galvanized down spout can be used to hold holes open. <br />
<br />
:d. Artesian pressures should be determined where applicable. Well points should be placed in those zones suspected of carrying water. These can be made cheaply by sawing slots in PVC pipe and setting the slotted end section in a sand chamber sealed with bentonite. <br />
<br />
9. Undisturbed samples should be taken for the following tests for all slides: <br />
<br />
:a. TV and P.P. <br />
<br />
:b. Direct Shear <br />
<br />
:c. Atterberg Limits <br />
<br />
:d. Moisture <br />
<br />
10. Water tables should also be recorded for core drill holes. Make a notation if bentonite is used and <u>record dates</u> and times of readings and the date the hole was drilled. <br />
<br />
11. Make notes pertinent to possible corrective measures. Some items to be considered are as follows: <br />
<br />
:a. Will possible repairs change drainage patterns or should drainage be changed to protect repaired slide area. Will alterations cause damage to private property. <br />
<br />
:b. Can adequate materials be obtained nearby to repair the slide. (Can suitable soil be acquired from adjacent backslopes for slope flattening.) <br />
<br />
:c. Where can disturbed material be wasted. <br />
<br />
:d. If additional right of way is needed, what type of property will be involved. <br />
<br />
12. Procedure for investigating a fill slide on an active construction site may be somewhat different especially if the type of slide (fill failure or foundation failure) cannot be determined by visual observation. <br />
<br />
:a. Sample through fill and determine elevation of natural ground and compare it with original ground line shown on plans or ground line outside construction limits. <br />
<br />
:b. Sample fill and foundation to determine the preconsolidation pressures as well as those tests listed under item number 9. (If foundation soil is over consolidated then failure is probably confined to fill.) <br />
<br />
:c. Set hubs near toe of fill and on the distressed fill and record the offsets and the elevations. (If hubs on fill move independent of hubs at toe of fill, this may indicate fill failure. Should all hubs move, this may indicate foundation failure.) <br />
<br />
13. Inclinometers may be installed to determine the depth of the failure surface and rate of slide movement. <br />
<br />
:a. Inclinometers are typically installed on larger slides or on slides that are not of immediate concern and allow time for monitoring of the slide movement. Inclinometers may also be installed on active construction jobs if potential slope failure is of concern. <br />
<br />
:b. Inclinometers should be installed in the slide mass and should extend a minimum of 15 feet below the anticipated failure surface. <br />
<br />
:c. Inclinometers should be installed in a hole backfilled with grout although sand backfill is acceptable. The sand backfill is not as sensitive to movements as the grout. 17<br />
<br />
==321.2.6 Undisturbed Sampling Techniques== <br />
<br />
===321.2.6.1 Introduction ===<br />
<br />
Undisturbed Sampling refers to obtaining soil samples using either shelby tubes or the osterberg. We take continuous smaples and all usable samples should be wrapped and transported to the lab. The general procedure for the Failings and CME is to push a 5" shelby followed by a 3" shelby. The hole is then cleaned out and the process is repeated. Under no circumstances should continuous 3" shelby's be used since this leads to sample disturbance. If the soil becomes too rocky to use the shelby tube, disturbed samples may be obtained by using the SPT-Spoon. The Simco Versa Drill can only push 3" shelby tubes. No more than 2 tubes should be pushed before you require the driller to clean out. In swelling or caving soils it may be necessary to clean out after every push. In soft to medium stiff soils, pocket penetrometer 0.5 or less, it will be necessary to use a piston sampler such as the Osterberg sampler. <br />
<br />
===321.2.6.2 Pocket Penetrometer ===<br />
<br />
1. Firm, SLOW, constant push. <br />
<br />
2. Take more than one (1) reading on a sample (average values). <br />
<br />
3. The pocket penetrometer is a useful tool but has definite limitations. It was calibrated by the manufacturer against unconfined compression tests made on "silty clays and clayey soils." Correlation of penetrometer values against unconfined tests of Missouri soils show marked disagreement, with penetrometer values almost always exceeding unconfined values (this is believed, to a large extent, to be due to the effect of structure often found in Missouri soils). As the clay content increases, however, the correlation improves. For certain soil types and particularly in certain areas, more definite correlations are possible and may be of value. '''Obviously, penetrometer values in non-cohesive soils are meaningless and should not be recorded. '''<br />
<br />
4. Pocket penetrations should be made on each cut surface throughout a sample and the range in readings indicated on the sampling log. Averages of several readings on a surface are preferable to just one. <br />
<br />
5. Bear in mind that the pocket penetrometer is at best a crude instrument. Dirt about the plunger or the spring may influence readings. Springs get old. Checks indicate that various penetrometers deviate by a quarter ton or more in indicated values under the same load. <br />
<br />
6. For Missouri soil the P<sub>c</sub> values are generally equal to the pocket penetrometer value in KSF + 1 KSF. Ex. (Pocket Penetrometer reading is 1 tsf, the P<sub>c</sub> = 1 tsf + 1 ksf = 3ksf). This can be a guide in setting up consolidation tests. If the calculated P<sub>2</sub> value at a certain depth under a proposed fill is, say 2.5 KSF, and the soil at that depth has a pocket penetrometer reading of 3.0 TSF, or 6.0 KSF, then that soil is obviously preconsolidated beyond the anticipated P<sub>2</sub> loading and a consolidation test would probably be a waste of money and time. Of course, if in doubt, make the test. <br />
<br />
===321.2.6.3 Field Moistures===<br />
<br />
1. Field moisture samples should be taken immediately from undisturbed samples and sealed in tared moisture cans with tape. Excess moistures as is found about the wetted circumference of most samples should be trimmed away and the moisture sample should be taken from the interior of the sample. Moisture samples of saturated granular materials are of very little value as the moisture content will change with densification or loosening during sampling, extruding, and handling, as well as by draining freely in the case of sands. Moisture samples of a borderline material such as silt should be taken carefully to avoid disturbed zones. <br />
<br />
2. A moisture sample should be taken for each soil type encountered, or for marked changes in consistency within a soil type. Indicate on the sampling log the stratum or depth represented by the moisture can. <br />
<br />
3. Volume of sample -- fill container nearly full. <br />
<br />
4. Do not allow wax to get on the cans!!! <br />
<br />
5. Do not allow them to get dirty!!! <br />
<br />
6. Make sure electrical tape is stretched on can to ensure a good seal. <br />
<br />
===321.2.6.4 Torvane ===<br />
<br />
1. Must be taken on flat surface. <br />
<br />
2. Fingers must not interfere with free rotation of measurement dial. <br />
<br />
3. SLOW, constant rate of shear. <br />
<br />
===321.2.6.5 Sample Length ===<br />
<br />
1. 5" samples -- Trim to fit fully within carton <br />
<br />
2. 3" samples -- Trim to be 6" for good Qu test (Qu sample length should be at least 2 x Diameter) and for Direct Shear and Consolidation tests. If a 6 in. sample is unattainable, bring what you can but note on logs short sample. <br />
<br />
3. Qu samples should be taken where a bearing value is needed, (i.e. - footing elevation is at 460 feet. The interval that bearing is needed is from 460 ft. to 450 feet. Therefore, a Qu sample should be taken in every 3" push throughout the 10 foot interval. This is the minimum. If soil varies a great deal, more Qu samples should be taken.) <br />
<br />
===321.2.6.6 3" and 5" Samples ===<br />
<br />
1. Why the difference? <br />
<br />
:a. Whenever possible use 5" samples for Direct Shear. <br />
<br />
:b. Use 3" samples for Qu and Consolidation tests. <br />
<br />
===321.2.6.7 Tube Push Length=== <br />
<br />
1. 2 1/2' Push/1 1/2' Recovery -- Go to 1 1/2' Push. <br />
<br />
2. 2 1/2' Push/2' Recovery -- Go to 2' Push. <br />
<br />
3. 2 1/2' Push/1' Recovery -- Go to 1' Push. <br />
<br />
4. Use Osterberg sampler for (both cohesive and noncohesive) <br />
soft and wet samples where shelby tubes are not working. <br />
<br />
5. Return to longer pushes at your discretion or when full recoveries are obtained. <br />
<br />
===321.2.6.8 Sample Wrapping ===<br />
<br />
1. Fold tin foil over on the sides (butcher's wrap). <br />
<br />
2. Fold over tin foil on the ends of sample. <br />
<br />
3. Shale sample wrapping. <br />
<br />
:a. Take at least a 5" sample (2 x D) <br />
<br />
:b. Wrap sample in saran wrap <br />
<br />
:c. Wrap sample in tin foil <br />
<br />
:d. Write sample number on tin foil lengthwise <br />
<br />
:e. Dip sample in wax to seal sample entirely <br />
<br />
:f. Make sure both ends are sealed <br />
<br />
:g. Put sample in marked carton but do not wax it into place (personal choice or optional) <br />
<br />
===321.2.6.9 Handling Samples ===<br />
<br />
1. Do not press hard enough to imprint sample. <br />
<br />
2. Ease sample into waxed carton. <br />
<br />
===321.2.6.10 Waxing Samples ===<br />
<br />
1. Wait till wax has cooled to the point where it appears milky. <br />
<br />
2. Pour wax into empty carton (use best judgment as to how much to put in carton). <br />
<br />
3. Set sample gently into carton. <br />
<br />
4. Pour wax on sample to seal sides and top. <br />
<br />
5. Put lid on carton. <br />
<br />
6. Dip top of carton into wax to seal lid to carton. <br />
<br />
7. Problems. <br />
<br />
:a. Wax temperature too hot causing wax to stick to sample and causing drying of outer sample (scalding). <br />
<br />
:b. Samples should be waxed as soon as possible (on-site) even when moving around a great deal (i.e. - shallow holes and SHRP project). <br />
<br />
===321.2.6.11 Storing Samples ===<br />
<br />
1. Make sure samples do not freeze or get too hot. (If >90 degrees F outside temperature, higher temperature in vehicles could cause sample to dry out rapidly.) <br />
<br />
2. Samples should be stored in an upright position. <br />
<br />
3. Samples should not be allowed to bounce around. <br />
<br />
4. Never put anything on top of samples which might damage samples. <br />
<br />
===321.2.6.12 Atterberg Limits Classification Samples ===<br />
<br />
1. May be taken from disturbed samples (auger cuttings, split spoon sampler, and giddings tube) or undisturbed samples (shelby tube samples). <br />
<br />
2. Volume of sample: About 800 grams or fill bottom of bag about 2 inches. <br />
<br />
3. Too little of a sample does not give the lab enough to run tests. <br />
<br />
4. Too much of a sample is cumbersome to store and requires additional time to break sample down. <br />
<br />
5. Do not store Atterberg Limits sample bags in material sacks. <br />
<br />
===321.2.6.13 ASTM Visual Classification (D2488) ===<br />
<br />
1. Loess - Loess is a wind blown deposit typically consisting of silt or lean clay. Loess is to be used as a side note in parenthesis after the field person has logged the material in terms of its makeup. <br />
<br />
2. Glacial Till - Over used term that does not describe what the material is comprised of. Glacial till is a "lean to fat clay with rounded gravel." Glacial till is to be used as a side note in parenthesis after the field person has logged the material in terms of its makeup. <br />
<br />
3. Sand - Describe in terms of grain size (fine, medium, coarse) and describe whether it is loose, dense, etc... <br />
<br />
4. Silt - No more silty clays unless it really is one (this determination will be very hard to make in the field). Silt is basically a material that individual particles can be seen by the naked eye but are smaller than a fine sand. <br />
<br />
5. Lean Clay - Replaced silty clay in field descriptions for the most part. By rolling in fingers, material has only minimum of cohesion. Does not create a shiny surface or feel slick. <br />
<br />
6. Fat Clay - By rolling in fingers, individual grains cannot be felt, material feels sticky or very cohesive, feels slick and creates a shiny surface. <br />
<br />
===321.2.6.14 Log Samples in Log Book in the Office. ===<br />
<br />
===321.2.6.15 Mark sample sheets for required test and turn in a copy of this sheet and a lab assignment sheet to the lab. The original sample sheet should be returned to the work file, and to avoid confusion it is important that it show what tests the lab is running. ===<br />
<br />
1. Walls require a minimum of one shear for the retained insitu material and one for the foundation material. One or two Qu's should be run on the foundation material. Five inch samples are preferred for shears although 3" will work. Qu's must be 3" samples. <br />
<br />
2. Slides require a minimum of 1 shear per layer. <br />
<br />
3. Compressible foundations require one consolidation per layer, a 3" sample is preferred although a 5" will work. <br />
<br />
===321.2.6.15 Assign samples for lab testing immediately and do not let samples back up.===<br />
<br />
==321.2.7 Field Logs for Undisturbed Sampling==<br />
<br />
===321.2.7.1 Log Sheets===<br />
<br />
1. Completely fill out log header. (County, Route, Station, Project No., Bridge No., <br />
Hole No., Logged By, Date, Type of Drill, Surface Elevation, Water Table Depth, etc.) <br />
<br />
2. Logs should be completed in the field. Re-copying should be avoided unless the field log is soiled or illegible. <br />
<br />
3. Draw site sketch on sample jobs include north arrow, ponds, springs, seepage, scour, utilities, fences, guardrails, and right of way markers. Right of way markers are particularly useful since they will usually show up on the plans. <br />
<br />
===321.2.7.2 Locations ===<br />
<br />
1. Usually it is preferred that either a core hole or sample hole not be offset. <br />
<br />
2. If a boring is offset, make sure you list the original station and elevation, as well as the new station and elevation and give reason for offset. <br />
<br />
3. The location of the sample hole should be determined in the field with the greatest accuracy possible under the circumstances. Cloth tapes, prisms, and pacing may provide accuracy adequate for most purposes. If greater accuracy is required, arrange for a survey party if you do not have the time or equipment to do the job yourself. <br />
<br />
4. In certain situations use of hole numbers keyed to a plan or even to aerial photos may be adequate. However, make certain that the index is available to all users of boring information, adequately labeled, and properly filed or located. <br />
<br />
5. If you are drilling on a slide or environmental job that has not been staked yet, reference borings to bridge ends, cross road culverts, or some other substantial structure that should show up on the plans. Guardrail is not a good choice, however it should be noted. <br />
<br />
6. The space on the sampling log for "General Location" should be used for a descriptive location of the sample hole, as for example, "On C/L south of south bank of Moreau River on Henry L. Morgan farm." <br />
<br />
===321.2.7.3 Elevations ===<br />
<br />
1. A surface elevation should be determined whenever possible. If it is an approximate elevation determined by hand leveling or from contours, note the elevations in terms consistent with the degree of accuracy inherent in the method used. An elevation such as 403.2' indicates accuracy to 0.1' which is not ordinarily obtainable except without an instrument and a reliable benchmark. <br />
<br />
2. Hand leveling, properly done, can provide surprisingly good accuracy over short distances. The instruments do get out of adjustment with mishandling and should be checked periodically. Use of a staff and backsighting can minimize error even with a hand level not in proper adjustment. <br />
<br />
===321.2.7.4 Water Table Checking ===<br />
<br />
1. Water table observations should always be made. They are worth some time and trouble including extra trips back to the job site after completion of the hole. And, once noted, <u>record them</u>. The information may not be used for several weeks or longer by which time your memory may be fuzzy. <br />
<br />
:a. Reading should be taken 1 to 2 minimum per structure.<br />
<br />
2. The rate of change of observed readings may be of value in determining if a sand layer is providing drainage. The water level depth and depth of open hole should both be recorded two or more times to make certain that equilibrium has been reached. A convenient expression is in the form of 12.0'/24.3'/6 hours which notes the depth to water, depth to bottom, and time interval since drilled. <br />
<br />
3. How to take readings. <br />
<br />
:a. If the hole is losing water, the water table may be taken shortly after the hole is completed. For borings in clayey soils it may be necessary to take readings over a period of time until the water level stabilizes. <br />
<br />
:b. Keep in mind that the water level in holes where drilling mud is used may not stabilize for several days or longer. It is permissible to use a nearby auger hole for water level information but note its location and elevation. <br />
<br />
4. When and how to set well points. <br />
<br />
a. Usually well points are set on special foundation investigations-slides. Slotted pvc pipe wrapped in geotextile is used as the well screen. The pipe is placed in the hole and about 5' of sand is poured in the hole completely covering the slotted pipe. Next, bentonite in the form of pellets or granules is placed above the sand to seal the hole. Usually borings for well points should just be advanced say 5' below the water table. <br />
<br />
5. CRITICAL FOR STABILITY ANALYSIS! <br />
<br />
:a. Water is usually the cause of most slides. <br />
<br />
:b. It is almost impossible to do settlement analysis without water tables. <br />
<br />
6. If no water table is found, record time of observation and depth of the open hole. <br />
<br />
7. Holes frequently collapse to, or slightly above, the natural ground water level. This is particularly true of sands. In the absence of better information, record the depth to the collapse and note the apparent degree of wetness of soil adhering to the tape weight. <br />
<br />
8. The degree of saturation of soil sample should also be noted in the description. This, in addition to the consistency as indicated by the pocket penetrometer, and the color change can serve to approximately locate the water table. <br />
<br />
9. Seeps, springs, ponds, and any drainage feature which may influence local ground water levels should be noted and sketched on the back of the sample sheet. <br />
<br />
===321.2.7.5 Description and Notes ===<br />
<br />
1. Descriptions and Notes on the sampling log should be as detailed as possible. This contrasts with bridge sounding logs where a brief, concise description generally adds to usability. This completeness of description should extend not only to the soil description, but to the drilling operation as well. <br />
<br />
2. Note recovery on samples, difficulty in keeping the hole open, water loss, mud use, casing used, difficulty penetrating boulders, types of bits used, etc. All of this detail can be important - in future drilling operations, in predicting difficulty of drilling caissons or driving piling, as well as in estimating foundation consolidation and stability problems. 23 <br />
<br />
===321.2.7.6 Question Marks on Logs are Unacceptable=== <br />
<br />
If you must use a question mark or are uncertain as to what you need to do - write down every possible bit of information, state reasons for uncertainty, and in some cases make a phone call. The reason for this section is that logs are coming to the office with question marks and no explanation. If the field personnel can't figure out what they have, how is the office supposed to? <br />
<br />
===321.2.7.7 Note anything that would affect the constructability of the proposed structure=== <br />
<br />
Note old bridge piers, rock dikes, wells, cisterns, springs, underground storage tanks, old landfills, and abandoned gas stations. Note location of obstacles. Make an attempt to sound wells and cisterns. Underground storage tanks and gas stations should be referred to the Environmental Section of Design. <br />
<br />
==321.2.8 Diaries==<br />
<br />
'''Introduction'''<br />
<br />
Diaries will be required for both field and office work. <br />
<br />
'''Format''' <br />
The following format is suggested: <br />
[[image:321.2.8 format.jpg|center|640px]]<br />
<br />
'''Sample Log '''<br />
<br />
Diaries should have sample log in back of diary. <br />
<br />
1. Format <br />
:The following format will be used: <br />
[[image:321.2.8 sample log.jpg|center|610px]]<br />
<br />
==321.2.9 Earthquake Sampling== <br />
<br />
===321.2.9.1 Introduction ===<br />
<br />
The bridge unit has pretty much drawn a line right down Route 141 with everything to the east of 141 and including 141 requiring earthquake samples. We need 1 to 2 holes per structure. <br />
<br />
===321.2.9.2 Sampling Procedure ===<br />
<br />
:3" Sample, 2.5' <br />
<br />
:Split Spoon, 1.5' <br />
<br />
:Clean Out to 5' Soil <br />
<br />
:3" Sample, 2.5' <br />
<br />
:Split Spoon, 1.5' <br />
<br />
:Clean Out to 10' <br />
<br />
:3" Sample, 2.5' <br />
<br />
:Split Spoon, 2.5' <br />
<br />
:Clean Out to 15' <br />
<br />
The above sampling procedure to a minimum of 50 feet. If the soil becomes too hard for undisturbed sampling or sand is encountered, continue penetrating every 5' to a minimum depth of 50 feet. The depth should be increased if loose sands or soft cohesive soils are encountered. Samples should be taken form the penetrations. Water tables are important. This sample hole may also count as a bridge boring since you are penetrating. <br />
<br />
===321.2.9.3 Samples Needed ===<br />
[[image:321.2.9.3.jpg|right|275px|thumb|'''<center>Sieve Test</center>''']]<br />
1. One Qu- one per layer. <br />
<br />
:Soil (typically 3" diameter and 8" minimum length). <br />
<br />
:Rock (typically 2" diameter and 5" minimum length). <br />
<br />
2. Moistures-one per layer, may be taken from split spoon (minimum 100g). <br />
<br />
3. Atterberg limits-one per layer, may be taken from split spoon (minimum of about 500g). <br />
<br />
4. Direct Shears-one per layer (typically 3" to 5" diameter and 6" minimum length). <br />
<br />
5. Gradations-one per layer for silts, sandy, and gravelly soils. Additional samples are necessary if the stiffness in the case of silts or density in the case of sandy soils changes. Sieves commonly used are 3/4",3/8",No.4,No.10,No.16, No. 40, No. 50, No. 100, and No. 200. (Normally a 1000 grams is required, but since the normal procedure is to obtain samples with a split spoon, 400g is acceptable.)<br />
<br />
===321.2.9.4 Reporting=== <br />
<br />
1. You may use regular bridge logs if you are not concerned with liquefaction. <br />
<br />
:a. Report Poisson's ratio in cover letter as published in FHWA/RD-86/102 ''Seismic Design of Highway Bridge Foundations''. <br />
<br />
::i. 0.45 for CL, CH, and ML <br />
<br />
::ii. 0.35 for sand <br />
<br />
:b. Report % Passing the # 200 sieve for English units or 75um (micro meters) for metric. <br />
<br />
::Ex. Soil Classification Test Data <br />
<br />
::Depth,m LL PI ASTM Class %Passing #75um <br />
<br />
:c. Report horizontal acceleration due to gravity as published in the most recent AASHTO Standard Specifications for Highway Bridges. St. Louis is 0.1g. 25 <br />
<br />
2. If liquefaction is a concern, use earthquake summary sheet form (see Appendix E). Liquefaction is a concern when you have cohesionless soils such as sands and some silts. <br />
<br />
:a. Dr= Relative Density (see handouts) <br />
<br />
:b. Undrained Shearing Strength (U.S.S.) kPa <br />
<br />
::U.S.S. = Qu/2=Torvane <br />
<br />
:c. Resisting Stress Ratio (R. S. R.) <br />
<br />
::Found from correlating blowcounts to charts (see handouts) <br />
<br />
:d. Factor of Safety for Liquefaction (F. S. Liqu) <br />
<br />
::Fs=Ri/Rf <br />
<br />
::Ri= Earthquake induced shearing stress ratio (see handouts) <br />
<br />
::Rf= Resisting Stress Ratio (see handouts again) <br />
<br />
:e. Vs (m/s) = Shear Velocity <br />
<br />
:S or shear waves cause shearing deformation in a material during seismic events. Shear waves can be measured directly with a seismic cone penetration test or by crosshole tests. Shear wave velocity can be calculated from the shear modulus G (Vs=Square Root (G/ρ ), ρ=soil density or from correlations to standard penetration tests. <br />
<br />
:f. Gmax (kpa) = Maximum Shear Modulus <br />
<br />
::Gmax =ρVs2 <br />
<br />
::Gmax can also be attained from correlations of overburden stress or from standard penetration tests. <br />
<br />
:g. G (kPa)= Shear Modulus <br />
<br />
:Shear modulus is used in calculating stiffness values for footings. As the shear strain of the soil increases during seismic events, the shear modulus decreases. Shear modulus is calculated from seismic response analysis programs such as SHAKE91. <br />
<br />
:h. Es (kPa) = Youngs Modulus of Elasticity Es can be obtained from cone penetration tests and/or flat plate dilatometer tests, or calculated if the shear modulus and Poisson's ratio are known. <br />
<br />
::Es = 2(1+υ)G <br />
<br />
::G = shear modulus <br />
<br />
::υ= Poisson's ratio <br />
<br />
==321.2.10 Appendix==<br />
===321.2.10.1 Soil Classification Guide (Cohesive Soil)===<br />
[[image:321.2.11.2 Guide 1.jpg|center|750px]]<br />
[[image:321.2.11.2 Guide 2.jpg|center|750px]]<br />
<br />
<br />
'''Plasticity Chart'''<br />
[[Image:321.2.11.2 Plasticity Chart.jpg|center|700px|thumb|<center>'''ASTM D 2487'''</center>]]<br />
<br />
===321.2.10.2 Soil Classification Guide (Non-cohesive Soil)===<br />
[[image:321.2.11.3 Guide 1.jpg|center|750px]]<br />
[[image:321.2.11.3 Guide 2.jpg|center|750px]]<br />
<br />
===321.2.10.3 Rock Classification Guide===<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Mechanical Sedimentary Rock'''<br />
|+''(Modified after Ref. DM 7.1 1982 and Oregon DOT 1987)''<br />
! style="background:#BEBEBE"|Grain Size !! style="background:#BEBEBE" colspan="2"|Composition!! style="background:#BEBEBE"|Name<br />
|-<br />
|rowspan="2"| Mostly coarse grains||colspan="2"|Rounded pebbles in medium grained matrix.||Conglomerate<br />
|-<br />
|colspan="2"|Angular coarse rock fragments.||Breccia<br />
|-<br />
|rowspan="4"|More than 50% of medium grains||rowspan="4"|Medium quartz grains||Less than 10% of other minerals||Sandstone<br />
|-<br />
|Appreciable quantity of clay minerals||Argillaceous sandstone<br />
|-<br />
|Appreciable quantity of calcite||Calcareous sandstone<br />
|-<br />
|Over 25% feldspar||Arkose<br />
|-<br />
|More than 50% fine grain size||colspan="2"|Fine to very fine quartz grains with clay minerals, gritty feel||Siltstone (if laminated silt shale)<br />
|-<br />
|More than 50% fine grain size||colspan="2"|Microscopic clay minerals and very fine quartz, <10% other minerals||Mudstone or claystone(if laminated clay shale)<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Chemical Sedimentary Rock'''<br />
! style="background:#BEBEBE"|Grain Size !! style="background:#BEBEBE" |Composition!! style="background:#BEBEBE"|Name<br />
|-<br />
|rowspan="2"|Microscopic||Calcite fragments and calcite cement. White or gray or bluish in color. Fizzes strongly with dilute HCL.||Limestone<br />
|-<br />
|Carbonate almost completely transformedto dolomite. Often yellowish or pinkish in color. Fizzes weakly with dilute HCL.||Dolomite<br />
|-<br />
|Variable||Recrystallized silica||Chert<br />
|-<br />
|}<br />
Micaceous - Appreciable mica, Calcareous - Limey appreciable calcite, Carbonaceous - Appreciable carbon material, Siliceous - Appreciable silica, Argillaceous - Appreciable clay minerals<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Common Igneous Rock'''<br />
|+''(Ref. Oregon DOT 1987)''<br />
! style="background:#BEBEBE"|Intrusive (Course Grained) !! style="background:#BEBEBE" |Essential Minerals!! style="background:#BEBEBE"|Common Accessory Minerals!!style="background:#BEBEBE" |Extrusive (Fine Grained)<br />
|-<br />
|Granite||K-feldspar, Quartz||Plagioclase, mica, amphibole, pyroxene||Rhyolite<br />
|-<br />
|Diorite||Plagioclase||Mica, amphibole, pyroxene||Andesite<br />
|-<br />
|Gabbro||Plagioclase, Pyroxene||Amphibole||Basalt<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Bedding Thickness'''<br />
|+''(Modified after Ref. 1997 FHWA Subsurface Inv. Manual)''<br />
|''' Very thick bedded'''||Greater than 3' thick (>1m)<br />
|-<br />
|'''Thick bedded'''||1' to 3' thick (0.3 to 1.0m)<br />
|-<br />
|'''Medium bedded'''||4" to 1' thick (0.1 to 0.3m)<br />
|-<br />
|'''Thin bedded'''||1 1/4" to 4" thick (30mm to 100mm)<br />
|-<br />
|'''Very thin bedded'''||1/2" to 1 1/4" thick (10mm to 30mm)<br />
|-<br />
|'''Thickly laminated'''||1/8" to 1/2" thick (3mm to 10mm)<br />
|-<br />
|'''Thinly laminated'''||1/8" or less (paper thin) (<3mm)<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Scale of Relative Rock Hardness'''<br />
|+''(Modified after Ref. 1997 FHWA Subsurface Inv. Manual)''<br />
! style="background:#BEBEBE"|Term!! style="background:#BEBEBE"|Field Identification!! style="background:#BEBEBE"|Approximate Unconfined Compressive Strength, kg/cm<sup>2</sup> (tsf)<br />
|-<br />
|Extremely Soft||Can be indented by thumb nail.||2.6 - 10<br />
|-<br />
|Very Soft||Can be peeled by pocket knife.||10 - 50<br />
|-<br />
|Soft||Can be peeled with difficulty by pocket knife. Small, thin pieces can be broken by finger pressure.||50 - 260<br />
|-<br />
|Medium Hard||Can be grooved 2mm (0.05") deep by firm pressure of knife.||260 - 520<br />
|-<br />
|Moderately Hard||Requires one hammer blow to fracture.||520 - 1040<br />
|-<br />
|Hard||Can be scratched with knife or pick only with difficulty. Hard hammer blows required to detach hand specimens.||1040 - 2610<br />
|-<br />
|Very Hard||Cannot be scratched by knife or sharp pick. Breaking of specimens requires several hard blows of the pick.||>2610<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Degree of Weathering'''<br />
|+''(Modified after Ref. AASHTO 1988, DM 7.1 1982, and Oregon DOT 1987)''<br />
|-<br />
|'''Slightly Weathered'''||Rock generally fresh, joints stained and discoloration extends into rock up to 25mm (1in.),open joints may contain clay, core rings under hammer impact.<br />
|-<br />
|'''Weathered'''||Rock mass is decomposed 50% or less, significant portions of rock show discoloration and weathering effects, cores cannot be broken by hand or scraped by knife.<br />
|-<br />
|'''Highly Weathered'''||Rock mass is more than 50% decomposed, complete discoloration of rock fabric, core may be extremely broken and gives clunk sound when struck by hammer, may be shaved with a knife.<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Grain Size (Typically for Sedimentary Rocks)'''<br />
|+''(Modified after Ref. FHWA 1997 Subsurface Inv. Manual)''<br />
! style="background:#BEBEBE"|Description !!style="background:#BEBEBE"|Diameter (mm)!! style="background:#BEBEBE"|Field Identification<br />
|-<br />
|Very Coarse Grained||align="center"|>4.76||align="center"| -<br />
|-<br />
|Coarse Grained||align="center"| 2.0 - 4.76||Individual grains can easily be distinguished by eye.<br />
|-<br />
|Medium Grained||align="center"|0.42 - 2.0||Individual grains can be distinguished by eye.<br />
|-<br />
|Fine Grained||align="center"|0.074 - 0.42||Individual grains can be distinguished by eye with difficulty.<br />
|-<br />
|Very Fine Grained||align="center"|<0.074||Individual grains cannot be distinguished by unaided eye.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Voids'''<br />
|+''(Ref. AASHTO 1988)''<br />
|'''Pit'''||Voids barely seen with the naked eye to 6mm (0.25in.)<br />
|-<br />
|'''Vug'''||Voids 6 to 50mm (0.25 to 2in.) in diameter<br />
|-<br />
|'''Cavity'''||50 to 600mm (2 to 24in.) in diameter<br />
|-<br />
|'''Cave'''||>600mm<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" <br />
|+ '''Rock Quality Description'''<br />
|+''(Ref. AASHTO 1988 AND DM 7.1 1982)''<br />
! style="background:#BEBEBE"|Rock Mass Description !!style="background:#BEBEBE"|RQD<br />
|-<br />
|Excellent||90 - 100<br />
|-<br />
|Good||75 - 90<br />
|-<br />
|Fair||50 - 75<br />
|-<br />
|Poor||25 - 50<br />
|-<br />
|Very Poor||Less than 15<br />
|}<br />
<br />
====321.2.10.3.1 Field Identification System for Rock Classification====<br />
[[image:321.2.11.4.jpg|center|750px|thumb|<center>'''Field Identification for Rock Classification'''</center>]]<br />
<br />
====321.2.10.3.2 Rock Quality Designation====<br />
<br />
<center>'''Modified Core Recovery as an Index of Rock Quality (after Deere et al, 1967)'''</center><br />
<br />
Rock Quality Designation, RQD, is based on a modified core recovery procedure which, in turn, is based indirectly on the number of fractures and amount of softening or alteration in the rock mass as observed in the rock cores from a drill hole. Instead of counting the fractures, an indirect measure is obtained by summing up the total length of core recovered but counting only those pieces of core which are 4 in. long or longer, and which are hard and sound.<br />
<br />
If the core is broken by handling or by the drilling process (i.e., the fracture surfaces are fresh irregular breaks rather than natural joint surfaces), the fresh broken pieces are fitted together and counted as one piece, provided that they form the requisite length of 4 inches. Some judgment is necessary in the case of sedimentary rocks and the foliated metamorphic rocks, and the limestones, sandstone, etc. However, the system has been applied successfully even for shales although it was necessary to log the cores immediately upon removing them from the core barrel before air-slaking and cracking began.<br />
<br />
An example is given below from a core run of 60 inches. For this particular case the total core recovery was 50 inches, yielding a core recovery of 83%. On the Modified basis, only 34 inches are counted and the RQD is 57%. It has been found that the RQD is a more sensitive and consistent indicator of general rock quality than is the gross core recovery percentage.<br />
<br />
The procedure obviously penalizes the rock where recovery is poor. This is appropriate because poor recovery usually depicts poor quality rock. It is not always true, however, because poor drilling equipment and technique can also cause poor recovery. For this reason double-tube core barrels of at least NX-size (2 1/8 in. diameter) are usually specified and proper supervision of the drilling is imperative.<br />
<br />
As simple as the procedure appears, it has been found that there is a reasonably good relationship between the numerical values of the RQD and the general quality of the rock for engineering purposes. This relationship is below:<br />
<br />
[[Image:321.2.11.4.2.jpg|center|700px]]<br />
<br />
====321.2.10.3.3 Core Handling and Labeling====<br />
{| style="margin: 1em auto 1em auto" align="right"<br />
|-<br />
|[[image:321.2.4.2.jpg|right|250px]]||[[image:321.2.4.2 core box.jpg|right|250px]]<br />
|}<br />
<br />
Rock core from geotechnical explorations should be stored in structurally sound core boxes made of wood or corrugated waxed cardboard. Wooden boxes should be provided with hinged lids, with the hinges on the upper side of the box and a latch to secure the lid in a closed position. Waxed cardboard boxes should be protected from the elements and in no instance should they be exposed to rainfall or placed directly upon damp ground.<br />
<br />
Cores should be placed in the boxes from left to right, top to bottom. The core should read like a book left to right. When the upper compartment of the box is filled, the next lower compartment (and so on until the box is filled) should be filled, beginning in each case at the left-hand end. The depths of the top and bottom of the core and each noticeable gap in the formation should be marked by a clearly labeled wooden spacer block. Spacers should be placed in the core box to immobilize the core and to keep the core in the correct position. Spacers are necessary due to core loss and when unconfined compression samples are removed from the core. The spacers should be labeled and in the case of core loss the spacer should be placed at the depth of the core loss if known or at the end of the run if not known. Spacers may be wooden blocks, pvc pipe, cardboard tubes, etc. Core box labels and spacers labels should be completed using indelible black marking pens.<br />
<br />
Cores should be handled carefully during transfer from barrel to box. Cores should freely come out of the core barrel tube. In the case of shales that tend to swell, it may be necessary to extrude the core from the core barrel. In no case should the core barrel be allowed to be beaten on or thumped against a wooden block. Deliberate breaks of the core are allowed in order to fit the core into the core box.<br />
<br />
[[Image:321.2.11.4.3.jpg|center|750px]]<br />
<br />
====321.2.10.3.4 Symbols for Rock and Soils====<br />
[[image:321.2.11.4.4.jpg|center|475px]]<br />
<br />
===321.2.10.4 Atterburg Limits and Expected Erosion Potential===<br />
[[image:321.2.11.5.jpg|center|750px|thumb|<center>'''Suggested Trend of Erosion Characteristics for Fine-Grained Cohesive Soils with Respect to Plasticity'''</center><br />
<center> Gibbs and Holts, 1962</center>]]<br />
<br />
<br />
===321.2.10.5 Correlations of Strength Characteristics===<br />
[[image:321.2.11.6.1.jpg|center|700px]]<br />
<br />
<br />
[[image:321.2.11.6.2.jpg|center|700px]]<br />
<br />
===321.2.10.6 Example Forms===<br />
[[image:321.2.10.6.1.jpg|center|750px|thumb|<Center>'''Fig. 321.2.10.6.1, Auger Log'''</center>]]<br />
<br />
<br />
[[image:321.2.10.6.2.jpg|center|750px|thumb|<Center>'''Fig. 321.2.10.6.2, Bridge Log'''</center>]]<br />
<br />
<br />
[[image:321.2.10.6.3.jpg|center|750px|thumb|<Center>'''Fig. 321.2.10.6.3, Seismic Summary Sheet'''</center>]]<br />
<br />
<br />
[[image:321.2.10.6.4.jpg|center|750px|thumb|<Center>'''Fig. 321.2.10.6.4, Lpile and Driven Summary Sheet'''</center>]]<br />
<br />
<br />
[[Category: 321 Geotechnical Engineering]]</div>Hoskirhttps://epg.modot.org/index.php?title=User_talk:Hoskir&diff=58616User talk:Hoskir2026-05-06T15:56:40Z<p>Hoskir: /* 616.19.7 Traffic Pacing/Rolling Roadblock */</p>
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==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
<br />
{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
<br />
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''<br />
<br />
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.<br />
<br />
<br />
='''REVISION REQUEST 4165'''=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:400px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
Several '''foundational documents''' guide MoDOT’s TSMO program:<br />
* [https://www.modot.org/sites/default/files/documents/2024%20MoDOT%20TSMO%20Program%20Plan.pdf TSMO Program and Action Plan] – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.<br />
* [https://www.modot.org/sites/default/files/documents/TSMO%20Informational%20Memoranda%20Complete.pdf TSMO Informational Memoranda] – provides background, technical details, and <br />
* [https://www.modot.org/sites/default/files/documents/BC%20Reference%20memo_0.pdf TSMO Benefit-Cost Reference Memo] – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.<br />
* [https://epg.modot.org/files/6/6b/909_WZM_Guidebook.pdf Work Zone Management Guidebook] – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources <br />
* [https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf Connected and Automated Vehicle Action Plan] – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.<br />
</div><br />
<br />
Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.<br />
<br />
MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:<br />
<br />
* '''Non-recurring delays''' arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.<br />
* '''Recurring delays''' occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.<br />
<br />
By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.<br />
<br />
==909.0 Introduction to TSMO==<br />
<br />
===909.0.1 Overview of TSMO Strategies===<br />
TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:<br />
<br />
909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.<br />
* 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.<br />
* 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.<br />
* 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.<br />
* 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.<br />
* 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.<br />
<br />
909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.<br />
* 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.<br />
* 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.<br />
* 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.<br />
* 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.<br />
* 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.<br />
<br />
===909.0.2 Relationship with Other Programs===<br />
TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:<br />
* '''Safety Programs''': TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|EPG 907.9 Safety Assessment For Every Roadway (SAFER)]]), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities. <br />
* '''Asset Management''': TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.<br />
* '''Planning and Design''': TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.<br />
* '''Maintenance''': Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.<br />
* '''Traveler Information''': TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.<br />
<br />
In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.<br />
<br />
===909.0.3 Roles and Responsibilities for TSMO Implementation===<br />
This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.3. Roles and Responsibilities for TSMO Implementation''<br />
|-<br />
! Role !! Responsibility<br />
|-<br />
| '''Transportation Management Center (TMC) Operator''' || Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.<br />
|-<br />
| '''Emergency Response Operator''' || Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.<br />
|-<br />
| '''Maintenance Technician''' || Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Traffic Operations Engineer''' || Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Transportation Planner''' || Include TSMO and other traditional transportation improvement strategies in all planning efforts.<br />
|-<br />
| '''Design Engineer''' || Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.<br />
|-<br />
| '''Construction Inspector''' || Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure. <br />
|-<br />
| '''Work Zone Specialists''' || Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.<br />
|-<br />
| '''Information Systems Manager''' || Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.<br />
|-<br />
| '''Human Resources Specialist''' || Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.<br />
|-<br />
| '''Emergency Management Agencies''' || Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.<br />
|}<br />
<br />
===909.0.4 TSMO Planning Framework=== <br />
The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.<br />
<br />
Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.1. Programmatic Element''<br />
|-<br />
! Goal !! Objective<br />
|-<br />
| '''Safety''' || Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).<br />
|-<br />
| '''Reliability''' || Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.<br />
|-<br />
| '''Efficiency''' || Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.<br />
|-<br />
| '''Customer Service''' || Provide timely, accurate, and useful traveler information that supports informed decision-making.<br />
|-<br />
| '''Collaboration''' || Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.<br />
|-<br />
| '''Integration''' || Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.<br />
|}<br />
<br />
Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies''<br />
|-<br />
! style="width:400px" | Mission !! style="width:400px" | High-Level Outcome !! Example TSMO Strategy<br />
|-<br />
| '''Improving safety (Moving Missourians safely)''' || Reduction in crashes, fatalities, and serious injuries; safer travel for all users || • 909.1.1 Traffic Incident Management<br>• 909.1.3 Road Weather Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br />
|-<br />
| '''Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management)''' || Cost-effective improvements that maximize existing infrastructure and delay costly expansions || • 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br>• 909.2.3 Freight Operation<br>• 909.2.4 Vulnerable Road Users<br />
|-<br />
| '''Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians)''' || Predictable travel times and improved system performance for people and freight || • 909.1.1 Traffic Incident Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.1.5 Planned Special Event Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.5 Transit Operation<br />
|-<br />
| '''Providing useful and timely traveler information (Providing outstanding customer service)''' || Informed travel decisions by the public, increased user satisfaction || • 909.1.2 Transportation Operations for Emergency Incidents or Disasters<br>• 909.1.3 Road Weather Management<br />
|}<br />
<br />
===909.0.5 Performance Metrics===<br />
Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="4" | '''909.1.1 Traffic Incident Management''' || Enhance the '''safety''' of traveling public and incident responders || • Number of secondary crashes per incident<br>• Severity (fatalities/serious injuries) of secondary crashes<br>• Percent of incidents with secondary crashes recorded<br>• Number of responders struck-by crashes<br>• Severity of responder-involved crashes<br>• Percent of incidents with responder crash data recorded<br />
|-<br />
| Enhance '''reliability''' and '''efficiency''' of Missouri’s transportation system || • Average roadway clearance time<br>• Average incident clearance time<br>• Percent of incidents meeting clearance time targets<br />
|-<br />
| Strengthen '''coordination''', '''communication''', and '''collaboration''' between MoDOT and TIM partners || • Number of formalized agreements signed<br>• Number of multi-agency TIM meetings held annually<br>• Number of TIM trainings held annually<br>• Partner participation rate in meetings/exercises<br />
|-<br />
| Establish '''TIM policies''', '''procedures''', and '''protocols''' within MoDOT || • Number of formal TIM policies/protocols adopted<br>• Percent of TIM coordinator positions filled and active<br />
|-<br />
| rowspan="2" | '''909.1.2 Transportation Operations for Emergency Incidents or Disasters''' || Enhance '''safety''' and responder protection during emergency incidents || • Number of emergency-related crashes<br>• Severity (fatal/serious injury) of emergency-related crashes<br>• Percent of emergency incidents with responder safety data recorded<br />
|-<br />
| Improve '''reliability''' and '''speed''' of emergency response and system restoration || • Time to activate emergency operations<br>• Duration of emergency lane/road closures<br>• Percent of priority routes restored within target timeframes<br>• Emergency communication system uptime<br>• Average time to deploy emergency traffic control<br />
|-<br />
| rowspan="3" | '''909.1.3 Road Weather Management''' || Improve '''safety''' under adverse weather conditions || • Number of weather-related crashes, fatalities, and serious injuries<br>• Crash rate per weather event<br />
|-<br />
| Enhance '''operational readiness''' and '''timely''' roadway treatment || • Time to treat priority routes during storms<br>• Percent of network treated within specific time thresholds<br>• Materials usage efficiency (salt, brine, abrasives)<br />
|-<br />
| Improve '''traveler information''' accuracy during weather events || • Traveler information system accuracy rate during storms<br>• Number of travel information interactions (511 apps, CMS messages)<br />
|-<br />
| rowspan="2" | '''909.1.4 Work Zone Traffic Management''' || Enhance '''safety''' for workers and motorists in work zones || • Number and rate of work zone crashes<br>• Number of work zone fatalities and serious injuries<br>• Number of work zone intrusions (near-miss events)<br />
|-<br />
| Improve '''mobility''' and reduce unexpected work zone delays || • Work-zone related delays<br>• Percent of work zones meeting mobility targets (queue length, speed, travel time)<br>• Average incident clearance time for work zone-related incidents<br />
|-<br />
| rowspan="2" | '''909.1.5 Planned Special Event Management''' || Ensure '''safe''' travel conditions during special events || • Number and rate of special event-related crashes<br>• Vulnerable Road User (VRU) level of comfort/safety index near event venues<br />
|-<br />
| Improve '''mobility''' and minimize event-related congestion || • Travel time reliability during event periods<br>• Vehicle and pedestrian throughput at key access points<br>• Percent of events meeting planned operational performance targets<br />
|}<br />
<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="3" | '''909.2.1 Freeway Operations and Management''' || Support '''safety''' on managed freeway facilities || • Number and rate of crashes on freeway segments<br>• Number of secondary crashes<br />
|-<br />
| Improve '''travel reliability''' on freeway corridors || • Travel time reliability index<br>• Planning time index<br />
|-<br />
| Enhance operational '''efficiency''' on freeway corridors || • Average travel speed and delay<br>• Vehicle and truck throughput<br>• Number of recurring congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.2 Arterial Operations and Management''' || Enhance '''safety''' at signalized intersections and arterials || • Crash frequency and severity at signalized intersections<br>• Pedestrian and bicycle crash rate<br />
|-<br />
| Improve '''efficiency''' of arterial traffic flow || • Arterial travel time and delay<br>• Signal progression quality (arrival on green, bandwidth)<br>• Number of mitigated congestion hotspots<br />
|-<br />
| Enhance '''reliability''' of multimodal arterial operations || • Transit signal delay at signals (if applicable)<br>• Pedestrian crossing delay<br />
|-<br />
| rowspan="2" | '''909.2.3 Freight Operation''' || Improve '''efficiency''' on key freight corridors || • Truck delay at bottlenecks<br>• Freight throughput (corridor or intermodal facility)<br />
|-<br />
| Enhance '''reliability''' of freight travel || • Truck travel time reliability index<br>• Number of freight-related congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.4 Vulnerable Road Users''' || Enhance '''safety''' and '''comfort''' for Vulnerable Road Users (VRUs) || • Number and rate of VRU crashes<br>• VRU level of comfort/safety index<br />
|-<br />
| Improve '''connectivity''' for walking and bicycling || • Miles of connected pedestrian/bicycle facilities<br>• Percent of network meeting connectivity standards<br />
|-<br />
| Support '''sustainable''', multimodal travel options || • Share of trips completed using active modes<br />
|-<br />
| rowspan="3" | '''909.2.5 Transit Operation''' || Enhance '''mobility''' of transit users || • Passenger throughput per route or corridor<br>• Average transit travel time<br />
|-<br />
| Improve transit '''reliability''' and on-time performance || • Percent of on-time arrivals<br>• Transit travel time reliability (travel adherence)<br />
|-<br />
| Improve customer experience and multimodal access || • Customer satisfaction survey results<br>• Pedestrian access quality (stop accessibility index)<br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.1 Non-Congested Route (Non-Recurring Delays)==<br />
<br />
==909.1.1 Traffic Incident Management==<br />
Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.<br />
<br />
While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:<br />
* Debris in the roadway <br />
* Grass fires <br />
* Lane-blocking emergency vehicles <br />
* Vehicle fires <br />
* Heavy congestion<br />
<br />
By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Detect and coordinate response ([[#909.1.1.3 Components|909.1.1.3 Components]]), disseminate traveler information ([[#909.1.1.1 Traffic Incident Management Plans|909.1.1.1 Traffic Incident Management Plans]]).<br />
* Maintenance Technicians → Assist with clearance and roadway restoration ([[#909.1.1.3 Components|909.1.1.3 Components]]).<br />
* Emergency Management Agencies → Critical frontline responders ([[#909.1.1.2 Stakeholders|909.1.1.2 Stakeholders]]).<br />
</div><br />
<br />
===909.1.1.1 Traffic Incident Management Plans===<br />
Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:<br />
* Reduce response and clearance times.<br />
* Develop alternate plans for handling affected traffic.<br />
* Communicate and coordinate between first responders. <br />
* Communicate traffic impacts to motorists.<br />
<br />
Reference [[:Category:948_Incident_Response_Plan_and_Emergency_Response_Management|EPG 948 Incident Response Plan and Emergency Response Management]] for additional information.<br />
<br />
===909.1.1.2 Stakeholders===<br />
Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.<br />
<br />
===909.1.1.3 Components===<br />
The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.<br />
<br />
==909.1.2 Transportation Operations for Emergency Incidents or Disasters==<br />
Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Emergency Management Agencies → Coordinate disaster response ([[#909.1.2.1 Frameworks and Coordination|909.1.2.1 Frameworks and Coordination]]).<br />
* Transportation Planners → Prepare evacuation plans ([[#909.1.2.2 Preparedness and Planning|909.1.2.2 Preparedness and Planning]]).<br />
* Traffic Operations Engineers → Manage ingress and egress traffic flow ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
* TMC Operators → Monitor evacuation routes and push real-time traveler information ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
</div><br />
<br />
===909.1.2.1 Frameworks and Coordination===<br />
MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.<br />
<br />
'''National Incident Management System (NIMS)''':<br />
* Provides a nationwide approach for incident management and coordination.<br />
* Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.<br />
* Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.<br />
<br />
'''Incident Command System (ICS)''':<br />
* Serves as the on-scene management structure for all types of incidents.<br />
* Defines clear roles, responsibilities, and reporting relationships across agencies.<br />
* Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.<br />
* Provides flexibility to scale operations for localized or statewide events.<br />
<br />
For detailed response information, please contact MoDOT’s Safety and Emergency Management.<br />
<br />
===909.1.2.2 Preparedness and Planning===<br />
* Develop and exercise evacuation and emergency operations plans.<br />
* Use simulation and scenario testing to identify gaps and strengthen interagency protocols.<br />
* Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.<br />
<br />
===909.1.2.3 Operational Strategies During Disasters===<br />
* '''Traffic Management''': Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.<br />
* '''Multimodal Evacuations''': Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.<br />
* '''Route Monitoring''': Employ field observations, cameras, and sensors to track evacuation route conditions in real time.<br />
* '''Public Information''': Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.<br />
<br />
==909.1.3 Road Weather Management== <br />
Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Operate dynamic message signs and push alerts ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Maintenance Technicians → Respond to weather conditions, deploy treatment ([[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Traffic Operations Engineers → Oversee VSL and integrate road weather information systems data ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
</div><br />
<br />
===909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs===<br />
Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.<br />
<br />
Procedures for Dynamic Message Signs are outlined in [[910.3_Dynamic_Message_Signs_(DMS)|EPG 910.3 Dynamic Message Signs (DMS)]].<br />
<br />
===909.1.3.2 Road Weather Information Systems===<br />
Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.<br />
<br />
==909.1.4 Work Zone Traffic Management== <br />
Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management. <br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Incorporate TMP and ITS strategies into project design ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* Work Zone Specialists → Review and manage TMPs, oversee traffic control device setup, and ensure compliance with MoDOT standards ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Construction Inspectors → Enforce work zone traffic control measures ([[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Traffic Operations Engineers → Oversee ITS integration and system strategies ([[#909.1.4.3 Smart Work Zones|909.1.4.3 Smart Work Zones]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* TMC Operators → Monitor work zones and disseminate real-time traveler information ([[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
</div><br />
<br />
===909.1.4.1 Traffic Management Plan===<br />
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI). <br />
<br />
As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] provides tools to access the traffic impact of the proposed project design(s).<br />
<br />
For additional detail on the required elements, development process, and documentation standards for TMPs, reference [[616.20_Work_Zone_Safety_and_Mobility_Policy#616.20.9_Work_Zone_Transportation_Management_Plan|EPG 616.20.9 Work Zone Transportation Management Plan]].<br />
<br />
===909.1.4.2 Traffic Incident Management Plan===<br />
When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.<br />
<br />
Reference [[#909.1.1.1 Traffic Incident Management Plans|EPG 909.1.1.1 Traffic Incident Management (TIM) Plans]] for additional information.<br />
<br />
===909.1.4.3 Smart Work Zones===<br />
Once a project design has been determined, the [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#MoDOT_Work_Zone_Impact_Analysis_Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the [[media:909_WZM_Guidebook.pdf|Work Zone Management Guidebook]] provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The [[media:909_WZM_Presentation.pdf|Work Zone Management Guidebook Presentation]] provides additional information about the guidebook. Additional information can also be found in [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] and [[616.20_Work_Zone_Safety_and_Mobility_Policy|EPG 616.20 Work Zone Safety and Mobility Policy]].<br />
<br />
===909.1.4.4 Use of Intelligent Transportation Systems===<br />
Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.<br />
<br />
Procedures for ITS devices are outlined in [[:Category:910_Intelligent_Transportation_Systems|EPG 910 Intelligent Transportation Systems]].<br />
<br />
==909.1.5 Planned Special Event Management==<br />
Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Develop TMPs for special events and coordinate agencies ([[#909.1.5.1 Pre-Event Planning|909.1.5.1 Pre-Event Planning]]; [[#909.1.5.4 Post-Event Evaluation|909.1.5.4 Post-Event Evaluation]]).<br />
* Traffic Operations Engineers → Design strategies for traffic flow and multimodal support ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
* TMC Operators → Manage day-of-event operations and traveler communications ([[#909.1.5.3 Day-of-Event Operations|909.1.5.3 Day-of-Event Operations]]).<br />
* Emergency Management Agencies → Manage access, safety, and enforcement ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
</div> <br />
<br />
===909.1.5.1 Pre-Event Planning===<br />
* Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.<br />
* Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).<br />
* Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.<br />
<br />
===909.1.5.2 Implementation===<br />
* Deploy traffic control devices, signage, and ITS in advance of the event.<br />
* Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.<br />
* Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.<br />
<br />
===909.1.5.3 Day-of-Event Operations===<br />
* Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).<br />
* Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.<br />
* Adjust plans dynamically to address congestion, incidents, or security needs.<br />
<br />
===909.1.5.4 Post-Event Evaluation===<br />
* Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.<br />
* Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.<br />
* Capture performance measures such as clearance times, delay estimates, and traveler feedback.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.2 Congested Route (Recurring Delays)==<br />
<br />
==909.2.1 Freeway Operations and Management==<br />
Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Monitor and adjust dynamic controls, coordinate corridor operations, and manage incident response ([[#909.2.1.1 Ramp Management and Control|909.2.1.1 Ramp Management and Control]]; [[#909.2.1.3 Dynamic Speed Limits|909.2.1.3 Dynamic Speed Limits]]; [[#909.2.1.4 Queue Warning|909.2.1.4 Queue Warning]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]).<br />
* Traffic Operations Engineers → Design freeway operations strategies, oversee policy-sensitive strategies, and evaluate corridor performance ([[#909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)|909.2.1.2 Part-Time Shoulder Use]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.7 Managed Lanes|909.2.1.7 Managed Lanes]]).<br />
* Information Systems Managers → Maintain ITS infrastructure, support automated detection, and ensure system integration for real-time operations ([[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.8 Automated Incident Detection|909.2.1.8 Automated Incident Detection]]).<br />
</div> <br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.1.1 Ramp Management and Control===<br />
Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.<br />
<br />
Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds. <br />
<br />
===909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)===<br />
Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.<br />
<br />
This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
===909.2.1.3 Dynamic Speed Limits===<br />
Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.<br />
<br />
In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.<br />
<br />
===909.2.1.4 Queue Warning===<br />
Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.<br />
<br />
===909.2.1.5 Integrated Corridor Management===<br />
Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.<br />
<br />
===909.2.1.6 Transportation Management Centers===<br />
Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.<br />
<br />
===909.2.1.7 Managed Lanes===<br />
Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.<br />
<br />
At present, Missouri has no active managed lane facilities.<br />
<br />
===909.2.1.8 Automated Incident Detection===<br />
Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel. <br />
<br />
==909.2.2 Arterial Operations and Management==<br />
Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.<br />
<br />
In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.<br />
<br />
The following sections outline key strategies for arterial operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Traffic Operations Engineers → Manage signals, coordination, and adaptive timing ([[#909.2.2.3 Traffic Signal Program Management|909.2.2.3 Traffic Signal Program Management]]; [[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.5 Transit Signal Priority|909.2.2.5 Transit Signal Priority]]).<br />
* Design Engineers → Implement innovative intersections and targeted improvements ([[#909.2.2.1 Targeted Infrastructure Improvements|909.2.2.1 Targeted Infrastructure Improvements]]; [[#909.2.2.2 Innovative Intersection Designs|909.2.2.2 Innovative Intersection Designs]]).<br />
* TMC Operators → Oversee corridor signal adjustments and incident response ([[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.6 Arterial Dynamic Shoulder Use|909.2.2.6 Arterial Dynamic Shoulder Use]]).<br />
</div><br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.2.1 Targeted Infrastructure Improvements===<br />
Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.<br />
<br />
===909.2.2.2 Innovative Intersection Designs===<br />
Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.<br />
<br />
Additional information can be found in [[233.5_Intersection_Alternatives|EPG 233.5 Intersection Alternatives]].<br />
<br />
===909.2.2.3 Traffic Signal Program Management===<br />
A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.<br />
<br />
Procedures for signal operation and maintenance are outlined in [[902.1_General_(MUTCD_Chapter_4A)#902.1.10_Responsibility_for_Operation_and_Maintenance_(MUTCD_Section_4A.10)|902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10)]].<br />
<br />
===909.2.2.4 Traffic Signal Timing and Coordination===<br />
Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.<br />
<br />
<u>Applications:</u><br />
* '''Traffic Signal Retiming''' – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.<br />
* '''Traffic Signal Coordination''' – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.<br />
* '''Adaptive Traffic Signal Control''' – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.<br />
<br />
===909.2.2.5 Transit Signal Priority===<br />
Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.<br />
<br />
===909.2.2.6 Arterial Dynamic Shoulder Use===<br />
Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
==909.2.3 Freight Operation==<br />
Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Coordinate freight corridors, permitting, and parking strategies ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.2 Truck Parking|909.2.3.2 Truck Parking]]; [[#909.2.3.3 Regional Permitting|909.2.3.3 Regional Permitting]]).<br />
* Traffic Operations Engineers → Oversee technology applications and truck restrictions ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.4 Technology Applications for Freight|909.2.3.4 Technology Applications for Freight]]; [[#909.2.3.5 Connected and Automated Freight Vehicles|909.2.3.5 Connected and Automated Freight Vehicles]]).<br />
</div><br />
<br />
Reference MoDOT’s [https://www.modot.org/2022-state-freight-and-rail-plan-documents 2022 State Freight and Rail Plan Documents] for additional information.<br />
<br />
===909.2.3.1 Freight Operations Around Ports and Generators===<br />
Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.<br />
<br />
===909.2.3.2 Truck Parking===<br />
Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.<br />
<br />
===909.2.3.3 Regional Permitting===<br />
Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.<br />
<br />
===909.2.3.4 Technology Applications for Freight===<br />
Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.<br />
<br />
===909.2.3.5 Connected and Automated Freight Vehicles===<br />
The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.<br />
<br />
==909.2.4 Vulnerable Road Users==<br />
Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Implement bike lanes, pedestrian facilities, and safety enhancements ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.2 Pedestrian and Accessibility Facilities|909.2.4.2 Pedestrian and Accessibility Facilities]]; [[#909.2.4.3 Bicycle Lanes and Cycle Tracks|909.2.4.3 Bicycle Lanes and Cycle Tracks]]).<br />
* Transportation Planners → Support multimodal planning and education programs ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.4 VRU Education and Outreach|909.2.4.4 VRU Education]]).<br />
</div><br />
<br />
===909.2.4.1 Safety Enhancements===<br />
Selective deployment of safety enhancements should be informed by [[:Category:907_Traffic_Safety|EPG Category:907 Traffic Safety]] and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.<br />
<br />
===909.2.4.2 Pedestrian and Accessibility Facilities===<br />
Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.<br />
<br />
===909.2.4.3 Bicycle Lanes and Cycle Tracks===<br />
Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.<br />
<br />
===909.2.4.4 VRU Education and Outreach===<br />
Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.<br />
<br />
==909.2.5 Transit Operation==<br />
Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.4 Transit Operation Vehicles|909.2.5.4 Transit Operation Vehicles]]).<br />
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies ([[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.5 Multimodal Transportation Centers|909.2.5.5 Multimodal Transportation Centers]]).<br />
* Traffic Operations Engineers → Support signal priority and corridor treatments ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]).<br />
</div><br />
<br />
===909.2.5.1 Transit Signal Priority=== <br />
Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.<br />
<br />
Additional information on TSP is provided in [[#909.2.2.5 Transit Signal Priority|EPG 909.2.2.5 Transit Signal Priority]].<br />
<br />
===909.2.5.2 Bus Rapid Transit===<br />
Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.<br />
<br />
===909.2.5.3 Transit-Only Lanes===<br />
Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.<br />
<br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div> <br />
<br />
===909.2.5.4 Transit Operation Vehicles===<br />
Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.<br />
<br />
===909.2.5.5 Multimodal Transportation Centers===<br />
Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.<br />
<br />
In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.<br />
<br />
='''REVISION REQUEST 4175'''=<br />
<br />
===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
=='''701 Drilled Shafts'''==<br />
<br />
Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See [[751.37 Drilled Shafts|EPG 751.37 Drilled Shafts]] for design guidance and additional information.<br />
<br />
This type of foundation is identified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation. <br />
<br />
'''Drilled shafts for bridge structures:''' <br />
<br />
Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in [[751.37_Drilled_Shafts#751.37.1.3_Casing|EPG 751.37.1.3 Casing]].<br />
<br />
The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with q<sub>u</sub> ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ q<sub>u</sub> ≤ 100 ksf) with a smaller diameter rock socket drilled into same. The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.<br />
<br />
The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.<br />
<br />
Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] should be reviewed carefully.<br />
<br />
An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?<br />
:1. The contractor is responsible for submitting a remediation plan for the repair.<br />
:2. The plan should include as a minimum the following:<br />
::a) The area of deficient material must be clearly defined using coring or other means.<br />
::b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.<br />
::c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.<br />
::d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.<br />
:3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.<br />
<br />
'''Question: Per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701.4.17.2.1 Installation of Pipes], “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?'''<br />
<br />
The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.<br />
<br />
'''Drilled shafts for non-bridge structures:'''<br />
<br />
Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.<br />
<br />
The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
* Where drift has been identified as a problem <br />
* Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
* Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
* Where drift is a concern and protection is required<br />
* Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
* Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:<br />
* 10-year flood elevation<br />
* 1 foot above ordinary high water elevation<br />
* Elevation of nearest overbank<br />
* 3 feet above low water elevation<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<br />
When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
Drilled shafts shall be constructed with a permanent casing and rock socketed.<br />
<br />
The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.<br />
<br />
The Design Layout Sheet should include the following information:<br />
* Top of Drilled Shaft Elevation <br />
* Anticipated Tip of Casing Elevation<br />
* Anticipated Top of Sound Rock Elevation<br />
<br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
|- style="width: 100px;"<br />
| style="width: 100px;" | Bent || style="width: 100px;" | Elevation || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Side Resistance) (ksf) || style="width: 175px;" | Side Resistance Factor for<br>Strength Limit State || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Tip Resistance) (ksf) || style="width: 175px;" | Tip Resistance Factors for<br>Strength Limit States<br />
|-<br />
| &nbsp; || || || || || <br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
== 751.4.1 Reinforced Concrete ==<br />
<br />
'''Classes of Reinforced Concrete''' <br />
<br />
Below are classes of concrete for each type or portion of structure:<br />
<br />
{| border="0" cellpadding="2" cellspacing="0" align="auto"<br />
|-<br />
| colspan="2" | '''Box Culverts''' || B-1<br />
|-<br />
| colspan="2" | '''Retaining Walls''' || B or B-1<br />
|-<br />
| colspan="2" | '''Superstructure (General)''' || B-2<br />
|-<br />
| width="20" | || Curbs and Parapets || B-1<br />
|-<br />
| || Type A, B, C, D, G and H Barriers || B-1<br />
|-<br />
| ||Sidewalks || B-2<br />
|-<br />
| || Raised Median || B-2<br />
|-<br />
| || Slabs || B-2<br />
|-<br />
| || Box Girders || B-2<br />
|-<br />
| || Deck Girders || B-2<br />
|-<br />
| || Prestressed Precast Panels || A-1<br />
|-<br />
| || Prestressed I - Girders || A-1<br />
|-<br />
| || Prestressed Double -Tee Girders || A-1<br />
|-<br />
| || Integral End Bents (Above lower construction joint) || B-2<br />
|-<br />
| || Semi-Deep Abutments (Above construction joint under slab) || B-2<br />
|-<br />
| colspan="2" | '''Substructure (General)''' || B <br />
|-<br />
| || Integral End Bents (Below lower construction joint) || B<br />
|-<br />
| || Non-Integral End Bents || B<br />
|-<br />
| || Semi-Deep Abutments (Below construction joint under slab) || B<br />
|-<br />
| || Intermediate Bents || B (*)<br />
|-<br />
| || width="485" | Intermediate Bent Columns, End Bents (Below construction<br>joint at bottom of slab in Cont. Conc. Slab Bridges) || B-1<br />
|-<br />
| || Footings || B<br />
|-<br />
| || Drilled Shafts (except per Standard Plans 903.15) || B-2<br />
|-<br />
| || Drilled Shafts (per Standard Plans 903.15) || B<br />
|-<br />
| || Cast-In-Place Pile || B-1<br />
|-<br />
|colspan="3" | (*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).<br />
|}<br />
<br />
{|border="1" style="text-align:center" cellpadding="5" align="center" <br />
|- <br />
|+'''Unit Stresses of Reinforced Concrete'''<br />
|- <br />
!Class of Concrete||Aggregate Maximumsize (Inches)||Cement Factor (barrels percubic yard)||<math>\,f'c</math> (psi)||<math>\,fc</math> (psi)||<math>\,n</math> (*)||<math>\,E_c</math> (ksi)<br />
|-<br />
|A-1||3/4||1.6 (Min.)||5,000||2,000||6||4074<br />
|-<br />
|B||1||1.4 (Min.)||3,000||1,200||10||3156<br />
|-<br />
|B-1||1||1.6 (Min.)||4,000||1,600||8||3644<br />
|-<br />
|B-2||1||1.875 (Min.)||4,000||1,600||8||3644<br />
|}<br />
<center>(*) Values of n for computations of strength only.</center><br />
<br />
{| border="0" cellpadding="6" cellspacing="0" align="auto"<br />
| align="left" | '''Reinforcing Steel'''<br />
|-<br />
|Reinforcing Steel (Grade 60)||<math>\,F_y</math> = 60 ksi<br />
|}<br />
<br />
<!-- [[Category:751 LRFD Bridge Design Guidelines|751.04]] --><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.2 Materials===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]<br />
|}<br />
<br />
Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’<sub>c</sub> = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength, f’<sub>c</sub> = 4 ksi.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.3 Casing===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]<br />
|}<br />
<br />
'''Drilled shafts for bridge structures:'''<br />
<br />
All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701]. <br />
<br />
Rock sockets shall be uncased.<br />
<br />
Permanent Casing Thickness Design and Plan Reporting:<br />
: Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.<br />
: All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.<br />
: For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.5 Related Provisions===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]<br />
|}<br />
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.6 Drilled Shaft General Detail Considerations===<br />
For Seismic detail requirements for seismic design category, SDC B, C and D, See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]]. <br />
<br />
[[image:751.37.1.6 01.png|700px|center]]<br />
<br />
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.<br />
<br />
''Notes:''<br />
: (1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):<br />
:: Diameter ≤ 2.5 ft: 2 pipes<br />
:: Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes<br />
:: Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes<br />
:: Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes<br />
:: Diameter >8.0 ft: 6 pipes<br />
: Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).<br />
: See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements for bridge structures and non-bridge structures.<br />
: When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.<br />
: See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).<br />
: (2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]. <br />
: (3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.<br />
: (4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])<br />
|-<br />
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]<br />
|}<br />
</center><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.2 General Design Procedure and Limit States==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]<br />
|}<br />
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied. <br />
<br />
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.<br />
<br />
'''Guidance'''<br />
<br />
There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].<br />
<br />
: '''Drilled shafts for bridge structures:'''<br />
: Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).<br />
<br />
: '''Drilled shafts for non-bridge structures:'''<br />
:1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.<br />
:2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.<br />
:3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.<br />
<br />
Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.<br />
<br />
Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).<br />
<br />
Note on Definitions:<br />
:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock. <br />
:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.3 Design for Axial Loading at Strength Limit State==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]<br />
|}<br />
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1<br />
|}<br />
<br />
where: <br />
<br />
:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),<br />
<br />
:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),<br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and <br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).<br />
<br />
Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.<br />
<br />
The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2<br />
|}<br />
<br />
where: <br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless), <br />
<br />
:''<math>\mathbf q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qs-i}</math> and ''<math>\mathbf q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment. <br />
<br />
Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.<br />
<br />
The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless), <br />
<br />
:''<math>\mathbf q_p </math>''= nominal unit tip resistance (consistent units of stress), and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qp}</math> and ''<math>\mathbf q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft. <br />
<br />
Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:<br />
<br />
:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf; <br />
<br />
:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf; <br />
<br />
:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot; <br />
<br />
:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows; <br />
<br />
:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf; <br />
<br />
:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and <br />
<br />
:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.<br />
<br />
Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]<br />
|}<br />
<br />
'''Side Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21<br />
|}<br />
<br />
where:<br />
<br />
:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress), <br />
<br />
:β = an empirical correlation factor (dimensionless) and<br />
<br />
:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress). <br />
<br />
The value for β shall be taken as (O’Neill and Reese, 1999)<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a<br />
|-<br />
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b<br />
|}<br />
<br />
where 0.25 ≤ β ≤ 1.2 and<br />
<br />
:z = depth below ground surface to center of shaft segment (ft.) and<br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
If permanent casing is used, the side resistance shall be ignored for the cased portion. <br />
<br />
The resistance factor <math>\mathbf\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1). <br />
<br />
'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999). <br />
<br />
For N_60≤50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and <br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
For ''N<sub>60</sub>'' ≥ 50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), <br />
<br />
:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot), <br />
<br />
:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf). <br />
<br />
:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf). <br />
<br />
''Note that these expressions are dimensional so values must be entered in the units specified. '' <br />
<br />
The resistance factor <math>\mathbf\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''<br />
|}<br />
<br />
Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:<br />
<br />
If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft. <br />
<br />
The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5<br />
|}<br />
<br />
where:<br />
<br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless), <br />
<br />
:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length). <br />
<br />
Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\mathbf \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states. <br />
<br />
The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as <br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6<br />
|}<br />
<br />
where: <br />
<br />
:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), <br />
<br />
:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\mathbf \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The factored elastic compression of the unsupported length of the shaft shall be determined as<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7<br />
|}<br />
<br />
where:<br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length), <br />
<br />
:<math>\mathbf\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''L'' = overall shaft length (consistent units of length), <br />
<br />
:''L<sub>s</sub>'' = length of the rock socket (consistent units of length), <br />
<br />
:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress), <br />
<br />
:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and<br />
<br />
:<math>\mathbf\phi_{\mathbf\delta e}</math> = settlement resistance factor for elastic compression of the shaft.<br />
<br />
Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure. <br />
<br />
====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''<br />
|-<br />
|Minor or Low Volume Route || align="center"|0.68<br />
|-<br />
|Major Route ||align="center"|0.64<br />
|-<br />
|Major Bridge <$100 million ||align="center"| 0.61<br />
|-<br />
|Major Bridge >$100 million||align="center"| 0.60<br />
|}<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]] <br />
<br />
[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.<br />
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[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
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[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
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For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil. <br />
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'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''<br />
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Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.<br />
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===751.37.6.1 Reinforcement Design===<br />
Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design. <br />
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Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger. <br />
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If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required. <br />
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Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3). <br />
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For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.<br />
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For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4. <br />
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For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d. <br />
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For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].<br />
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====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====<br />
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Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.<br />
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Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to: <br />
:* Achieve the required flexural resistance of the drilled shaft <br />
:* Resist large lateral loads for bridges located in seismic areas <br />
:* Facilitate shaft construction through water <br />
:* Support the shaft excavation when there is insufficient head room available for casing recovery<br />
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===751.38.1.1 Dimensions and Nomenclature===<br />
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Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension. <br />
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[[image:751.38.1.1.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.1 Nomenclature used for spread footings.'''</center> ]]<br />
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====<center>''Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment<br />
|-<br />
|align="center"|D||Column diameter||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|B||Footing width||align="center"|D+24”||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|L||Footing length||align="center"|D+24”<sup>'''1'''</sup>||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|A||Edge distance in width direction||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|A’||Edge distance in length direction||align="center"| 12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|t||Footing thickness||align="center"|30” or D<sup>'''2'''</sup> ||align="center"|72” ||align="center"|Min. 3” increments<br />
|-<br />
|colspan="5"|<sup>'''1'''</sup> Minimum of 1/6 x distance from top of beam to bottom of footing<br />
|-<br />
|colspan="5"|<sup>'''2'''</sup> For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.<br />
|}<br />
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The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.<br />
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===751.38.1.2 General Design Considerations===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
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|align="center"|'''[[#Commentary on EPG 751.38.1.2 General Design Considerations|Commentary for EPG 751.38.1.2 General Design Considerations''']]<br />
|}<br />
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Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining. <br />
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Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.<br />
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Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible. The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.<br />
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Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2. The boundary of the prohibited region shall be established by the Geotechnical Section. For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone. Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in [[#751.38.7 Design for Overall Stability|EPG 751.38.7]]. <br />
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[[image:751.38.1.2.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.'''</center>]]<br />
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Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2''B'' beyond the crest of the slope.<br />
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===751.38.1.3 Related Provisions===<br />
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The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in [[:Category:321 Geotechnical Engineering|EPG 321]]. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
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Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
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===751.38.8.3 Details===<br />
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Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.<br />
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===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
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'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].<br />
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'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
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'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
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:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
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'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
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'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
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:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
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'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
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'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
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'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
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'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
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Category:901 Lighting<br />
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===Nonstandard Lighting Structures===<br />
If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, [http://sp/sites/ts/Pages/default.aspx Traffic] should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions. Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans. <br />
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Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used. Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor. Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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<!-- [[Category:900 TRAFFIC CONTROL]] --><br />
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==901.7.6 High Mast Lighting==<br />
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High mast lighting is principally used at complex interchanges and lights a large area by a group of luminaires mounted in a fixed orientation at the top of a tall mast, generally 80 ft. or taller. The district must authorize high mast lighting. The request for high mast lighting conceptual approval is to be included with the lighting warrants. Data supporting the selection of pole height, pole location and type of luminaires is to be included with the preliminary lighting plan. Where high mast lighting is used at complex interchanges, adaptation lighting is recommended for each section where vehicles enter and leave the interchange.<br />
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The district is responsible for all bid items associated with high mast lighting and to design the foundation and the structure above the foundation for inclusion in the project plans.<br />
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For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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<br><br></div>Hoskirhttps://epg.modot.org/index.php?title=User_talk:Hoskir&diff=58615User talk:Hoskir2026-05-06T15:56:24Z<p>Hoskir: /* REVISION REQUEST 4176 */</p>
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==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
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===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
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===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
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'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
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'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
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:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
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===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
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'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
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The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
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{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
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{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
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'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
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The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
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{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
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Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''<br />
<br />
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.<br />
<br />
<br />
='''REVISION REQUEST 4165'''=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:400px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
Several '''foundational documents''' guide MoDOT’s TSMO program:<br />
* [https://www.modot.org/sites/default/files/documents/2024%20MoDOT%20TSMO%20Program%20Plan.pdf TSMO Program and Action Plan] – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.<br />
* [https://www.modot.org/sites/default/files/documents/TSMO%20Informational%20Memoranda%20Complete.pdf TSMO Informational Memoranda] – provides background, technical details, and <br />
* [https://www.modot.org/sites/default/files/documents/BC%20Reference%20memo_0.pdf TSMO Benefit-Cost Reference Memo] – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.<br />
* [https://epg.modot.org/files/6/6b/909_WZM_Guidebook.pdf Work Zone Management Guidebook] – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources <br />
* [https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf Connected and Automated Vehicle Action Plan] – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.<br />
</div><br />
<br />
Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.<br />
<br />
MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:<br />
<br />
* '''Non-recurring delays''' arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.<br />
* '''Recurring delays''' occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.<br />
<br />
By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.<br />
<br />
==909.0 Introduction to TSMO==<br />
<br />
===909.0.1 Overview of TSMO Strategies===<br />
TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:<br />
<br />
909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.<br />
* 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.<br />
* 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.<br />
* 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.<br />
* 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.<br />
* 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.<br />
<br />
909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.<br />
* 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.<br />
* 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.<br />
* 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.<br />
* 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.<br />
* 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.<br />
<br />
===909.0.2 Relationship with Other Programs===<br />
TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:<br />
* '''Safety Programs''': TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|EPG 907.9 Safety Assessment For Every Roadway (SAFER)]]), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities. <br />
* '''Asset Management''': TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.<br />
* '''Planning and Design''': TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.<br />
* '''Maintenance''': Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.<br />
* '''Traveler Information''': TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.<br />
<br />
In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.<br />
<br />
===909.0.3 Roles and Responsibilities for TSMO Implementation===<br />
This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.3. Roles and Responsibilities for TSMO Implementation''<br />
|-<br />
! Role !! Responsibility<br />
|-<br />
| '''Transportation Management Center (TMC) Operator''' || Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.<br />
|-<br />
| '''Emergency Response Operator''' || Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.<br />
|-<br />
| '''Maintenance Technician''' || Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Traffic Operations Engineer''' || Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Transportation Planner''' || Include TSMO and other traditional transportation improvement strategies in all planning efforts.<br />
|-<br />
| '''Design Engineer''' || Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.<br />
|-<br />
| '''Construction Inspector''' || Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure. <br />
|-<br />
| '''Work Zone Specialists''' || Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.<br />
|-<br />
| '''Information Systems Manager''' || Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.<br />
|-<br />
| '''Human Resources Specialist''' || Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.<br />
|-<br />
| '''Emergency Management Agencies''' || Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.<br />
|}<br />
<br />
===909.0.4 TSMO Planning Framework=== <br />
The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.<br />
<br />
Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.1. Programmatic Element''<br />
|-<br />
! Goal !! Objective<br />
|-<br />
| '''Safety''' || Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).<br />
|-<br />
| '''Reliability''' || Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.<br />
|-<br />
| '''Efficiency''' || Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.<br />
|-<br />
| '''Customer Service''' || Provide timely, accurate, and useful traveler information that supports informed decision-making.<br />
|-<br />
| '''Collaboration''' || Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.<br />
|-<br />
| '''Integration''' || Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.<br />
|}<br />
<br />
Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies''<br />
|-<br />
! style="width:400px" | Mission !! style="width:400px" | High-Level Outcome !! Example TSMO Strategy<br />
|-<br />
| '''Improving safety (Moving Missourians safely)''' || Reduction in crashes, fatalities, and serious injuries; safer travel for all users || • 909.1.1 Traffic Incident Management<br>• 909.1.3 Road Weather Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br />
|-<br />
| '''Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management)''' || Cost-effective improvements that maximize existing infrastructure and delay costly expansions || • 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br>• 909.2.3 Freight Operation<br>• 909.2.4 Vulnerable Road Users<br />
|-<br />
| '''Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians)''' || Predictable travel times and improved system performance for people and freight || • 909.1.1 Traffic Incident Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.1.5 Planned Special Event Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.5 Transit Operation<br />
|-<br />
| '''Providing useful and timely traveler information (Providing outstanding customer service)''' || Informed travel decisions by the public, increased user satisfaction || • 909.1.2 Transportation Operations for Emergency Incidents or Disasters<br>• 909.1.3 Road Weather Management<br />
|}<br />
<br />
===909.0.5 Performance Metrics===<br />
Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="4" | '''909.1.1 Traffic Incident Management''' || Enhance the '''safety''' of traveling public and incident responders || • Number of secondary crashes per incident<br>• Severity (fatalities/serious injuries) of secondary crashes<br>• Percent of incidents with secondary crashes recorded<br>• Number of responders struck-by crashes<br>• Severity of responder-involved crashes<br>• Percent of incidents with responder crash data recorded<br />
|-<br />
| Enhance '''reliability''' and '''efficiency''' of Missouri’s transportation system || • Average roadway clearance time<br>• Average incident clearance time<br>• Percent of incidents meeting clearance time targets<br />
|-<br />
| Strengthen '''coordination''', '''communication''', and '''collaboration''' between MoDOT and TIM partners || • Number of formalized agreements signed<br>• Number of multi-agency TIM meetings held annually<br>• Number of TIM trainings held annually<br>• Partner participation rate in meetings/exercises<br />
|-<br />
| Establish '''TIM policies''', '''procedures''', and '''protocols''' within MoDOT || • Number of formal TIM policies/protocols adopted<br>• Percent of TIM coordinator positions filled and active<br />
|-<br />
| rowspan="2" | '''909.1.2 Transportation Operations for Emergency Incidents or Disasters''' || Enhance '''safety''' and responder protection during emergency incidents || • Number of emergency-related crashes<br>• Severity (fatal/serious injury) of emergency-related crashes<br>• Percent of emergency incidents with responder safety data recorded<br />
|-<br />
| Improve '''reliability''' and '''speed''' of emergency response and system restoration || • Time to activate emergency operations<br>• Duration of emergency lane/road closures<br>• Percent of priority routes restored within target timeframes<br>• Emergency communication system uptime<br>• Average time to deploy emergency traffic control<br />
|-<br />
| rowspan="3" | '''909.1.3 Road Weather Management''' || Improve '''safety''' under adverse weather conditions || • Number of weather-related crashes, fatalities, and serious injuries<br>• Crash rate per weather event<br />
|-<br />
| Enhance '''operational readiness''' and '''timely''' roadway treatment || • Time to treat priority routes during storms<br>• Percent of network treated within specific time thresholds<br>• Materials usage efficiency (salt, brine, abrasives)<br />
|-<br />
| Improve '''traveler information''' accuracy during weather events || • Traveler information system accuracy rate during storms<br>• Number of travel information interactions (511 apps, CMS messages)<br />
|-<br />
| rowspan="2" | '''909.1.4 Work Zone Traffic Management''' || Enhance '''safety''' for workers and motorists in work zones || • Number and rate of work zone crashes<br>• Number of work zone fatalities and serious injuries<br>• Number of work zone intrusions (near-miss events)<br />
|-<br />
| Improve '''mobility''' and reduce unexpected work zone delays || • Work-zone related delays<br>• Percent of work zones meeting mobility targets (queue length, speed, travel time)<br>• Average incident clearance time for work zone-related incidents<br />
|-<br />
| rowspan="2" | '''909.1.5 Planned Special Event Management''' || Ensure '''safe''' travel conditions during special events || • Number and rate of special event-related crashes<br>• Vulnerable Road User (VRU) level of comfort/safety index near event venues<br />
|-<br />
| Improve '''mobility''' and minimize event-related congestion || • Travel time reliability during event periods<br>• Vehicle and pedestrian throughput at key access points<br>• Percent of events meeting planned operational performance targets<br />
|}<br />
<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="3" | '''909.2.1 Freeway Operations and Management''' || Support '''safety''' on managed freeway facilities || • Number and rate of crashes on freeway segments<br>• Number of secondary crashes<br />
|-<br />
| Improve '''travel reliability''' on freeway corridors || • Travel time reliability index<br>• Planning time index<br />
|-<br />
| Enhance operational '''efficiency''' on freeway corridors || • Average travel speed and delay<br>• Vehicle and truck throughput<br>• Number of recurring congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.2 Arterial Operations and Management''' || Enhance '''safety''' at signalized intersections and arterials || • Crash frequency and severity at signalized intersections<br>• Pedestrian and bicycle crash rate<br />
|-<br />
| Improve '''efficiency''' of arterial traffic flow || • Arterial travel time and delay<br>• Signal progression quality (arrival on green, bandwidth)<br>• Number of mitigated congestion hotspots<br />
|-<br />
| Enhance '''reliability''' of multimodal arterial operations || • Transit signal delay at signals (if applicable)<br>• Pedestrian crossing delay<br />
|-<br />
| rowspan="2" | '''909.2.3 Freight Operation''' || Improve '''efficiency''' on key freight corridors || • Truck delay at bottlenecks<br>• Freight throughput (corridor or intermodal facility)<br />
|-<br />
| Enhance '''reliability''' of freight travel || • Truck travel time reliability index<br>• Number of freight-related congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.4 Vulnerable Road Users''' || Enhance '''safety''' and '''comfort''' for Vulnerable Road Users (VRUs) || • Number and rate of VRU crashes<br>• VRU level of comfort/safety index<br />
|-<br />
| Improve '''connectivity''' for walking and bicycling || • Miles of connected pedestrian/bicycle facilities<br>• Percent of network meeting connectivity standards<br />
|-<br />
| Support '''sustainable''', multimodal travel options || • Share of trips completed using active modes<br />
|-<br />
| rowspan="3" | '''909.2.5 Transit Operation''' || Enhance '''mobility''' of transit users || • Passenger throughput per route or corridor<br>• Average transit travel time<br />
|-<br />
| Improve transit '''reliability''' and on-time performance || • Percent of on-time arrivals<br>• Transit travel time reliability (travel adherence)<br />
|-<br />
| Improve customer experience and multimodal access || • Customer satisfaction survey results<br>• Pedestrian access quality (stop accessibility index)<br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.1 Non-Congested Route (Non-Recurring Delays)==<br />
<br />
==909.1.1 Traffic Incident Management==<br />
Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.<br />
<br />
While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:<br />
* Debris in the roadway <br />
* Grass fires <br />
* Lane-blocking emergency vehicles <br />
* Vehicle fires <br />
* Heavy congestion<br />
<br />
By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Detect and coordinate response ([[#909.1.1.3 Components|909.1.1.3 Components]]), disseminate traveler information ([[#909.1.1.1 Traffic Incident Management Plans|909.1.1.1 Traffic Incident Management Plans]]).<br />
* Maintenance Technicians → Assist with clearance and roadway restoration ([[#909.1.1.3 Components|909.1.1.3 Components]]).<br />
* Emergency Management Agencies → Critical frontline responders ([[#909.1.1.2 Stakeholders|909.1.1.2 Stakeholders]]).<br />
</div><br />
<br />
===909.1.1.1 Traffic Incident Management Plans===<br />
Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:<br />
* Reduce response and clearance times.<br />
* Develop alternate plans for handling affected traffic.<br />
* Communicate and coordinate between first responders. <br />
* Communicate traffic impacts to motorists.<br />
<br />
Reference [[:Category:948_Incident_Response_Plan_and_Emergency_Response_Management|EPG 948 Incident Response Plan and Emergency Response Management]] for additional information.<br />
<br />
===909.1.1.2 Stakeholders===<br />
Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.<br />
<br />
===909.1.1.3 Components===<br />
The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.<br />
<br />
==909.1.2 Transportation Operations for Emergency Incidents or Disasters==<br />
Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Emergency Management Agencies → Coordinate disaster response ([[#909.1.2.1 Frameworks and Coordination|909.1.2.1 Frameworks and Coordination]]).<br />
* Transportation Planners → Prepare evacuation plans ([[#909.1.2.2 Preparedness and Planning|909.1.2.2 Preparedness and Planning]]).<br />
* Traffic Operations Engineers → Manage ingress and egress traffic flow ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
* TMC Operators → Monitor evacuation routes and push real-time traveler information ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
</div><br />
<br />
===909.1.2.1 Frameworks and Coordination===<br />
MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.<br />
<br />
'''National Incident Management System (NIMS)''':<br />
* Provides a nationwide approach for incident management and coordination.<br />
* Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.<br />
* Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.<br />
<br />
'''Incident Command System (ICS)''':<br />
* Serves as the on-scene management structure for all types of incidents.<br />
* Defines clear roles, responsibilities, and reporting relationships across agencies.<br />
* Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.<br />
* Provides flexibility to scale operations for localized or statewide events.<br />
<br />
For detailed response information, please contact MoDOT’s Safety and Emergency Management.<br />
<br />
===909.1.2.2 Preparedness and Planning===<br />
* Develop and exercise evacuation and emergency operations plans.<br />
* Use simulation and scenario testing to identify gaps and strengthen interagency protocols.<br />
* Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.<br />
<br />
===909.1.2.3 Operational Strategies During Disasters===<br />
* '''Traffic Management''': Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.<br />
* '''Multimodal Evacuations''': Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.<br />
* '''Route Monitoring''': Employ field observations, cameras, and sensors to track evacuation route conditions in real time.<br />
* '''Public Information''': Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.<br />
<br />
==909.1.3 Road Weather Management== <br />
Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Operate dynamic message signs and push alerts ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Maintenance Technicians → Respond to weather conditions, deploy treatment ([[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Traffic Operations Engineers → Oversee VSL and integrate road weather information systems data ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
</div><br />
<br />
===909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs===<br />
Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.<br />
<br />
Procedures for Dynamic Message Signs are outlined in [[910.3_Dynamic_Message_Signs_(DMS)|EPG 910.3 Dynamic Message Signs (DMS)]].<br />
<br />
===909.1.3.2 Road Weather Information Systems===<br />
Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.<br />
<br />
==909.1.4 Work Zone Traffic Management== <br />
Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management. <br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Incorporate TMP and ITS strategies into project design ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* Work Zone Specialists → Review and manage TMPs, oversee traffic control device setup, and ensure compliance with MoDOT standards ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Construction Inspectors → Enforce work zone traffic control measures ([[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Traffic Operations Engineers → Oversee ITS integration and system strategies ([[#909.1.4.3 Smart Work Zones|909.1.4.3 Smart Work Zones]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* TMC Operators → Monitor work zones and disseminate real-time traveler information ([[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
</div><br />
<br />
===909.1.4.1 Traffic Management Plan===<br />
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI). <br />
<br />
As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] provides tools to access the traffic impact of the proposed project design(s).<br />
<br />
For additional detail on the required elements, development process, and documentation standards for TMPs, reference [[616.20_Work_Zone_Safety_and_Mobility_Policy#616.20.9_Work_Zone_Transportation_Management_Plan|EPG 616.20.9 Work Zone Transportation Management Plan]].<br />
<br />
===909.1.4.2 Traffic Incident Management Plan===<br />
When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.<br />
<br />
Reference [[#909.1.1.1 Traffic Incident Management Plans|EPG 909.1.1.1 Traffic Incident Management (TIM) Plans]] for additional information.<br />
<br />
===909.1.4.3 Smart Work Zones===<br />
Once a project design has been determined, the [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#MoDOT_Work_Zone_Impact_Analysis_Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the [[media:909_WZM_Guidebook.pdf|Work Zone Management Guidebook]] provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The [[media:909_WZM_Presentation.pdf|Work Zone Management Guidebook Presentation]] provides additional information about the guidebook. Additional information can also be found in [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] and [[616.20_Work_Zone_Safety_and_Mobility_Policy|EPG 616.20 Work Zone Safety and Mobility Policy]].<br />
<br />
===909.1.4.4 Use of Intelligent Transportation Systems===<br />
Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.<br />
<br />
Procedures for ITS devices are outlined in [[:Category:910_Intelligent_Transportation_Systems|EPG 910 Intelligent Transportation Systems]].<br />
<br />
==909.1.5 Planned Special Event Management==<br />
Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Develop TMPs for special events and coordinate agencies ([[#909.1.5.1 Pre-Event Planning|909.1.5.1 Pre-Event Planning]]; [[#909.1.5.4 Post-Event Evaluation|909.1.5.4 Post-Event Evaluation]]).<br />
* Traffic Operations Engineers → Design strategies for traffic flow and multimodal support ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
* TMC Operators → Manage day-of-event operations and traveler communications ([[#909.1.5.3 Day-of-Event Operations|909.1.5.3 Day-of-Event Operations]]).<br />
* Emergency Management Agencies → Manage access, safety, and enforcement ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
</div> <br />
<br />
===909.1.5.1 Pre-Event Planning===<br />
* Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.<br />
* Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).<br />
* Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.<br />
<br />
===909.1.5.2 Implementation===<br />
* Deploy traffic control devices, signage, and ITS in advance of the event.<br />
* Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.<br />
* Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.<br />
<br />
===909.1.5.3 Day-of-Event Operations===<br />
* Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).<br />
* Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.<br />
* Adjust plans dynamically to address congestion, incidents, or security needs.<br />
<br />
===909.1.5.4 Post-Event Evaluation===<br />
* Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.<br />
* Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.<br />
* Capture performance measures such as clearance times, delay estimates, and traveler feedback.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.2 Congested Route (Recurring Delays)==<br />
<br />
==909.2.1 Freeway Operations and Management==<br />
Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Monitor and adjust dynamic controls, coordinate corridor operations, and manage incident response ([[#909.2.1.1 Ramp Management and Control|909.2.1.1 Ramp Management and Control]]; [[#909.2.1.3 Dynamic Speed Limits|909.2.1.3 Dynamic Speed Limits]]; [[#909.2.1.4 Queue Warning|909.2.1.4 Queue Warning]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]).<br />
* Traffic Operations Engineers → Design freeway operations strategies, oversee policy-sensitive strategies, and evaluate corridor performance ([[#909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)|909.2.1.2 Part-Time Shoulder Use]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.7 Managed Lanes|909.2.1.7 Managed Lanes]]).<br />
* Information Systems Managers → Maintain ITS infrastructure, support automated detection, and ensure system integration for real-time operations ([[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.8 Automated Incident Detection|909.2.1.8 Automated Incident Detection]]).<br />
</div> <br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.1.1 Ramp Management and Control===<br />
Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.<br />
<br />
Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds. <br />
<br />
===909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)===<br />
Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.<br />
<br />
This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
===909.2.1.3 Dynamic Speed Limits===<br />
Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.<br />
<br />
In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.<br />
<br />
===909.2.1.4 Queue Warning===<br />
Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.<br />
<br />
===909.2.1.5 Integrated Corridor Management===<br />
Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.<br />
<br />
===909.2.1.6 Transportation Management Centers===<br />
Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.<br />
<br />
===909.2.1.7 Managed Lanes===<br />
Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.<br />
<br />
At present, Missouri has no active managed lane facilities.<br />
<br />
===909.2.1.8 Automated Incident Detection===<br />
Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel. <br />
<br />
==909.2.2 Arterial Operations and Management==<br />
Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.<br />
<br />
In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.<br />
<br />
The following sections outline key strategies for arterial operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Traffic Operations Engineers → Manage signals, coordination, and adaptive timing ([[#909.2.2.3 Traffic Signal Program Management|909.2.2.3 Traffic Signal Program Management]]; [[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.5 Transit Signal Priority|909.2.2.5 Transit Signal Priority]]).<br />
* Design Engineers → Implement innovative intersections and targeted improvements ([[#909.2.2.1 Targeted Infrastructure Improvements|909.2.2.1 Targeted Infrastructure Improvements]]; [[#909.2.2.2 Innovative Intersection Designs|909.2.2.2 Innovative Intersection Designs]]).<br />
* TMC Operators → Oversee corridor signal adjustments and incident response ([[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.6 Arterial Dynamic Shoulder Use|909.2.2.6 Arterial Dynamic Shoulder Use]]).<br />
</div><br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.2.1 Targeted Infrastructure Improvements===<br />
Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.<br />
<br />
===909.2.2.2 Innovative Intersection Designs===<br />
Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.<br />
<br />
Additional information can be found in [[233.5_Intersection_Alternatives|EPG 233.5 Intersection Alternatives]].<br />
<br />
===909.2.2.3 Traffic Signal Program Management===<br />
A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.<br />
<br />
Procedures for signal operation and maintenance are outlined in [[902.1_General_(MUTCD_Chapter_4A)#902.1.10_Responsibility_for_Operation_and_Maintenance_(MUTCD_Section_4A.10)|902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10)]].<br />
<br />
===909.2.2.4 Traffic Signal Timing and Coordination===<br />
Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.<br />
<br />
<u>Applications:</u><br />
* '''Traffic Signal Retiming''' – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.<br />
* '''Traffic Signal Coordination''' – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.<br />
* '''Adaptive Traffic Signal Control''' – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.<br />
<br />
===909.2.2.5 Transit Signal Priority===<br />
Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.<br />
<br />
===909.2.2.6 Arterial Dynamic Shoulder Use===<br />
Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
==909.2.3 Freight Operation==<br />
Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Coordinate freight corridors, permitting, and parking strategies ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.2 Truck Parking|909.2.3.2 Truck Parking]]; [[#909.2.3.3 Regional Permitting|909.2.3.3 Regional Permitting]]).<br />
* Traffic Operations Engineers → Oversee technology applications and truck restrictions ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.4 Technology Applications for Freight|909.2.3.4 Technology Applications for Freight]]; [[#909.2.3.5 Connected and Automated Freight Vehicles|909.2.3.5 Connected and Automated Freight Vehicles]]).<br />
</div><br />
<br />
Reference MoDOT’s [https://www.modot.org/2022-state-freight-and-rail-plan-documents 2022 State Freight and Rail Plan Documents] for additional information.<br />
<br />
===909.2.3.1 Freight Operations Around Ports and Generators===<br />
Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.<br />
<br />
===909.2.3.2 Truck Parking===<br />
Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.<br />
<br />
===909.2.3.3 Regional Permitting===<br />
Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.<br />
<br />
===909.2.3.4 Technology Applications for Freight===<br />
Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.<br />
<br />
===909.2.3.5 Connected and Automated Freight Vehicles===<br />
The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.<br />
<br />
==909.2.4 Vulnerable Road Users==<br />
Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Implement bike lanes, pedestrian facilities, and safety enhancements ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.2 Pedestrian and Accessibility Facilities|909.2.4.2 Pedestrian and Accessibility Facilities]]; [[#909.2.4.3 Bicycle Lanes and Cycle Tracks|909.2.4.3 Bicycle Lanes and Cycle Tracks]]).<br />
* Transportation Planners → Support multimodal planning and education programs ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.4 VRU Education and Outreach|909.2.4.4 VRU Education]]).<br />
</div><br />
<br />
===909.2.4.1 Safety Enhancements===<br />
Selective deployment of safety enhancements should be informed by [[:Category:907_Traffic_Safety|EPG Category:907 Traffic Safety]] and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.<br />
<br />
===909.2.4.2 Pedestrian and Accessibility Facilities===<br />
Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.<br />
<br />
===909.2.4.3 Bicycle Lanes and Cycle Tracks===<br />
Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.<br />
<br />
===909.2.4.4 VRU Education and Outreach===<br />
Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.<br />
<br />
==909.2.5 Transit Operation==<br />
Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.4 Transit Operation Vehicles|909.2.5.4 Transit Operation Vehicles]]).<br />
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies ([[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.5 Multimodal Transportation Centers|909.2.5.5 Multimodal Transportation Centers]]).<br />
* Traffic Operations Engineers → Support signal priority and corridor treatments ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]).<br />
</div><br />
<br />
===909.2.5.1 Transit Signal Priority=== <br />
Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.<br />
<br />
Additional information on TSP is provided in [[#909.2.2.5 Transit Signal Priority|EPG 909.2.2.5 Transit Signal Priority]].<br />
<br />
===909.2.5.2 Bus Rapid Transit===<br />
Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.<br />
<br />
===909.2.5.3 Transit-Only Lanes===<br />
Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.<br />
<br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div> <br />
<br />
===909.2.5.4 Transit Operation Vehicles===<br />
Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.<br />
<br />
===909.2.5.5 Multimodal Transportation Centers===<br />
Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.<br />
<br />
In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.<br />
<br />
='''REVISION REQUEST 4175'''=<br />
<br />
===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
=='''701 Drilled Shafts'''==<br />
<br />
Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See [[751.37 Drilled Shafts|EPG 751.37 Drilled Shafts]] for design guidance and additional information.<br />
<br />
This type of foundation is identified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation. <br />
<br />
'''Drilled shafts for bridge structures:''' <br />
<br />
Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in [[751.37_Drilled_Shafts#751.37.1.3_Casing|EPG 751.37.1.3 Casing]].<br />
<br />
The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with q<sub>u</sub> ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ q<sub>u</sub> ≤ 100 ksf) with a smaller diameter rock socket drilled into same. The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.<br />
<br />
The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.<br />
<br />
Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] should be reviewed carefully.<br />
<br />
An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?<br />
:1. The contractor is responsible for submitting a remediation plan for the repair.<br />
:2. The plan should include as a minimum the following:<br />
::a) The area of deficient material must be clearly defined using coring or other means.<br />
::b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.<br />
::c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.<br />
::d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.<br />
:3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.<br />
<br />
'''Question: Per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701.4.17.2.1 Installation of Pipes], “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?'''<br />
<br />
The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.<br />
<br />
'''Drilled shafts for non-bridge structures:'''<br />
<br />
Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.<br />
<br />
The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
* Where drift has been identified as a problem <br />
* Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
* Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
* Where drift is a concern and protection is required<br />
* Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
* Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:<br />
* 10-year flood elevation<br />
* 1 foot above ordinary high water elevation<br />
* Elevation of nearest overbank<br />
* 3 feet above low water elevation<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<br />
When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
Drilled shafts shall be constructed with a permanent casing and rock socketed.<br />
<br />
The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.<br />
<br />
The Design Layout Sheet should include the following information:<br />
* Top of Drilled Shaft Elevation <br />
* Anticipated Tip of Casing Elevation<br />
* Anticipated Top of Sound Rock Elevation<br />
<br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
|- style="width: 100px;"<br />
| style="width: 100px;" | Bent || style="width: 100px;" | Elevation || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Side Resistance) (ksf) || style="width: 175px;" | Side Resistance Factor for<br>Strength Limit State || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Tip Resistance) (ksf) || style="width: 175px;" | Tip Resistance Factors for<br>Strength Limit States<br />
|-<br />
| &nbsp; || || || || || <br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
== 751.4.1 Reinforced Concrete ==<br />
<br />
'''Classes of Reinforced Concrete''' <br />
<br />
Below are classes of concrete for each type or portion of structure:<br />
<br />
{| border="0" cellpadding="2" cellspacing="0" align="auto"<br />
|-<br />
| colspan="2" | '''Box Culverts''' || B-1<br />
|-<br />
| colspan="2" | '''Retaining Walls''' || B or B-1<br />
|-<br />
| colspan="2" | '''Superstructure (General)''' || B-2<br />
|-<br />
| width="20" | || Curbs and Parapets || B-1<br />
|-<br />
| || Type A, B, C, D, G and H Barriers || B-1<br />
|-<br />
| ||Sidewalks || B-2<br />
|-<br />
| || Raised Median || B-2<br />
|-<br />
| || Slabs || B-2<br />
|-<br />
| || Box Girders || B-2<br />
|-<br />
| || Deck Girders || B-2<br />
|-<br />
| || Prestressed Precast Panels || A-1<br />
|-<br />
| || Prestressed I - Girders || A-1<br />
|-<br />
| || Prestressed Double -Tee Girders || A-1<br />
|-<br />
| || Integral End Bents (Above lower construction joint) || B-2<br />
|-<br />
| || Semi-Deep Abutments (Above construction joint under slab) || B-2<br />
|-<br />
| colspan="2" | '''Substructure (General)''' || B <br />
|-<br />
| || Integral End Bents (Below lower construction joint) || B<br />
|-<br />
| || Non-Integral End Bents || B<br />
|-<br />
| || Semi-Deep Abutments (Below construction joint under slab) || B<br />
|-<br />
| || Intermediate Bents || B (*)<br />
|-<br />
| || width="485" | Intermediate Bent Columns, End Bents (Below construction<br>joint at bottom of slab in Cont. Conc. Slab Bridges) || B-1<br />
|-<br />
| || Footings || B<br />
|-<br />
| || Drilled Shafts (except per Standard Plans 903.15) || B-2<br />
|-<br />
| || Drilled Shafts (per Standard Plans 903.15) || B<br />
|-<br />
| || Cast-In-Place Pile || B-1<br />
|-<br />
|colspan="3" | (*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).<br />
|}<br />
<br />
{|border="1" style="text-align:center" cellpadding="5" align="center" <br />
|- <br />
|+'''Unit Stresses of Reinforced Concrete'''<br />
|- <br />
!Class of Concrete||Aggregate Maximumsize (Inches)||Cement Factor (barrels percubic yard)||<math>\,f'c</math> (psi)||<math>\,fc</math> (psi)||<math>\,n</math> (*)||<math>\,E_c</math> (ksi)<br />
|-<br />
|A-1||3/4||1.6 (Min.)||5,000||2,000||6||4074<br />
|-<br />
|B||1||1.4 (Min.)||3,000||1,200||10||3156<br />
|-<br />
|B-1||1||1.6 (Min.)||4,000||1,600||8||3644<br />
|-<br />
|B-2||1||1.875 (Min.)||4,000||1,600||8||3644<br />
|}<br />
<center>(*) Values of n for computations of strength only.</center><br />
<br />
{| border="0" cellpadding="6" cellspacing="0" align="auto"<br />
| align="left" | '''Reinforcing Steel'''<br />
|-<br />
|Reinforcing Steel (Grade 60)||<math>\,F_y</math> = 60 ksi<br />
|}<br />
<br />
<!-- [[Category:751 LRFD Bridge Design Guidelines|751.04]] --><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.2 Materials===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]<br />
|}<br />
<br />
Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’<sub>c</sub> = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength, f’<sub>c</sub> = 4 ksi.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.3 Casing===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]<br />
|}<br />
<br />
'''Drilled shafts for bridge structures:'''<br />
<br />
All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701]. <br />
<br />
Rock sockets shall be uncased.<br />
<br />
Permanent Casing Thickness Design and Plan Reporting:<br />
: Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.<br />
: All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.<br />
: For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.5 Related Provisions===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]<br />
|}<br />
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.6 Drilled Shaft General Detail Considerations===<br />
For Seismic detail requirements for seismic design category, SDC B, C and D, See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]]. <br />
<br />
[[image:751.37.1.6 01.png|700px|center]]<br />
<br />
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.<br />
<br />
''Notes:''<br />
: (1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):<br />
:: Diameter ≤ 2.5 ft: 2 pipes<br />
:: Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes<br />
:: Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes<br />
:: Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes<br />
:: Diameter >8.0 ft: 6 pipes<br />
: Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).<br />
: See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements for bridge structures and non-bridge structures.<br />
: When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.<br />
: See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).<br />
: (2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]. <br />
: (3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.<br />
: (4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])<br />
|-<br />
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]<br />
|}<br />
</center><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
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==751.37.2 General Design Procedure and Limit States==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]<br />
|}<br />
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied. <br />
<br />
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.<br />
<br />
'''Guidance'''<br />
<br />
There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].<br />
<br />
: '''Drilled shafts for bridge structures:'''<br />
: Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).<br />
<br />
: '''Drilled shafts for non-bridge structures:'''<br />
:1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.<br />
:2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.<br />
:3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.<br />
<br />
Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.<br />
<br />
Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).<br />
<br />
Note on Definitions:<br />
:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock. <br />
:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.<br />
<br />
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==751.37.3 Design for Axial Loading at Strength Limit State==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]<br />
|}<br />
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1<br />
|}<br />
<br />
where: <br />
<br />
:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),<br />
<br />
:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),<br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and <br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).<br />
<br />
Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.<br />
<br />
The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2<br />
|}<br />
<br />
where: <br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless), <br />
<br />
:''<math>\mathbf q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qs-i}</math> and ''<math>\mathbf q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment. <br />
<br />
Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.<br />
<br />
The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless), <br />
<br />
:''<math>\mathbf q_p </math>''= nominal unit tip resistance (consistent units of stress), and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qp}</math> and ''<math>\mathbf q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft. <br />
<br />
Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:<br />
<br />
:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf; <br />
<br />
:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf; <br />
<br />
:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot; <br />
<br />
:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows; <br />
<br />
:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf; <br />
<br />
:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and <br />
<br />
:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.<br />
<br />
Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.<br />
<br />
<br />
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===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]<br />
|}<br />
<br />
'''Side Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21<br />
|}<br />
<br />
where:<br />
<br />
:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress), <br />
<br />
:β = an empirical correlation factor (dimensionless) and<br />
<br />
:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress). <br />
<br />
The value for β shall be taken as (O’Neill and Reese, 1999)<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a<br />
|-<br />
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b<br />
|}<br />
<br />
where 0.25 ≤ β ≤ 1.2 and<br />
<br />
:z = depth below ground surface to center of shaft segment (ft.) and<br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
If permanent casing is used, the side resistance shall be ignored for the cased portion. <br />
<br />
The resistance factor <math>\mathbf\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1). <br />
<br />
'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999). <br />
<br />
For N_60≤50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and <br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
For ''N<sub>60</sub>'' ≥ 50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), <br />
<br />
:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot), <br />
<br />
:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf). <br />
<br />
:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf). <br />
<br />
''Note that these expressions are dimensional so values must be entered in the units specified. '' <br />
<br />
The resistance factor <math>\mathbf\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.<br />
<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''<br />
|}<br />
<br />
Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:<br />
<br />
If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft. <br />
<br />
The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5<br />
|}<br />
<br />
where:<br />
<br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless), <br />
<br />
:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length). <br />
<br />
Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\mathbf \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states. <br />
<br />
The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as <br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6<br />
|}<br />
<br />
where: <br />
<br />
:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), <br />
<br />
:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\mathbf \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The factored elastic compression of the unsupported length of the shaft shall be determined as<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7<br />
|}<br />
<br />
where:<br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length), <br />
<br />
:<math>\mathbf\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''L'' = overall shaft length (consistent units of length), <br />
<br />
:''L<sub>s</sub>'' = length of the rock socket (consistent units of length), <br />
<br />
:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress), <br />
<br />
:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and<br />
<br />
:<math>\mathbf\phi_{\mathbf\delta e}</math> = settlement resistance factor for elastic compression of the shaft.<br />
<br />
Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure. <br />
<br />
====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''<br />
|-<br />
|Minor or Low Volume Route || align="center"|0.68<br />
|-<br />
|Major Route ||align="center"|0.64<br />
|-<br />
|Major Bridge <$100 million ||align="center"| 0.61<br />
|-<br />
|Major Bridge >$100 million||align="center"| 0.60<br />
|}<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
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[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]] <br />
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[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]<br />
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'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''<br />
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Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
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[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]] <br />
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[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]<br />
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'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''<br />
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Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
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[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]] <br />
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[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]<br />
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'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''<br />
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Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
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[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]] <br />
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[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]<br />
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'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''<br />
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Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
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[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]] <br />
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[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]<br />
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'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''<br />
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Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.<br />
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[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
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[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
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For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil. <br />
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'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''<br />
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Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.<br />
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===751.37.6.1 Reinforcement Design===<br />
Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design. <br />
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Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger. <br />
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If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required. <br />
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Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3). <br />
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For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.<br />
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For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4. <br />
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For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d. <br />
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For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].<br />
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====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====<br />
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Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.<br />
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Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to: <br />
:* Achieve the required flexural resistance of the drilled shaft <br />
:* Resist large lateral loads for bridges located in seismic areas <br />
:* Facilitate shaft construction through water <br />
:* Support the shaft excavation when there is insufficient head room available for casing recovery<br />
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===751.38.1.1 Dimensions and Nomenclature===<br />
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Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension. <br />
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[[image:751.38.1.1.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.1 Nomenclature used for spread footings.'''</center> ]]<br />
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====<center>''Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment<br />
|-<br />
|align="center"|D||Column diameter||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|B||Footing width||align="center"|D+24”||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|L||Footing length||align="center"|D+24”<sup>'''1'''</sup>||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|A||Edge distance in width direction||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|A’||Edge distance in length direction||align="center"| 12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|t||Footing thickness||align="center"|30” or D<sup>'''2'''</sup> ||align="center"|72” ||align="center"|Min. 3” increments<br />
|-<br />
|colspan="5"|<sup>'''1'''</sup> Minimum of 1/6 x distance from top of beam to bottom of footing<br />
|-<br />
|colspan="5"|<sup>'''2'''</sup> For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.<br />
|}<br />
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The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.<br />
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===751.38.1.2 General Design Considerations===<br />
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|align="center"|'''[[#Commentary on EPG 751.38.1.2 General Design Considerations|Commentary for EPG 751.38.1.2 General Design Considerations''']]<br />
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Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining. <br />
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Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.<br />
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Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible. The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.<br />
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Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2. The boundary of the prohibited region shall be established by the Geotechnical Section. For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone. Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in [[#751.38.7 Design for Overall Stability|EPG 751.38.7]]. <br />
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[[image:751.38.1.2.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.'''</center>]]<br />
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Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2''B'' beyond the crest of the slope.<br />
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===751.38.1.3 Related Provisions===<br />
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The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in [[:Category:321 Geotechnical Engineering|EPG 321]]. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
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Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
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===751.38.8.3 Details===<br />
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Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.<br />
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===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
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'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].<br />
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'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
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'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
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:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
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'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
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'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
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:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
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'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
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'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
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'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
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'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
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Category:901 Lighting<br />
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===Nonstandard Lighting Structures===<br />
If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, [http://sp/sites/ts/Pages/default.aspx Traffic] should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions. Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans. <br />
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Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used. Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor. Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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<!-- [[Category:900 TRAFFIC CONTROL]] --><br />
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==901.7.6 High Mast Lighting==<br />
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High mast lighting is principally used at complex interchanges and lights a large area by a group of luminaires mounted in a fixed orientation at the top of a tall mast, generally 80 ft. or taller. The district must authorize high mast lighting. The request for high mast lighting conceptual approval is to be included with the lighting warrants. Data supporting the selection of pole height, pole location and type of luminaires is to be included with the preliminary lighting plan. Where high mast lighting is used at complex interchanges, adaptation lighting is recommended for each section where vehicles enter and leave the interchange.<br />
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The district is responsible for all bid items associated with high mast lighting and to design the foundation and the structure above the foundation for inclusion in the project plans.<br />
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For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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=616.19.7 Traffic Pacing/Rolling Roadblock=<br />
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'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-Mainline.pdf Traffic Pacing/Rolling Roadblock Mainline Pacing Details]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-CMS.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs]<br />
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Traffic pacing/rolling roadblock is a traffic control technique that facilitates work by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advance signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.<br />
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The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being used.<br />
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Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet] shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plan Details] and [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout].<br />
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<!-- [[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.19]] --><br />
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<br><br></div>Hoskirhttps://epg.modot.org/index.php?title=616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay&diff=58614616.19 Work Zone Capacity, Queue and Travel Delay2026-05-06T15:52:27Z<p>Hoskir: /* 616.19.7 Traffic Pacing */ updated per RR4176</p>
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When lane closures are required for road construction, rehabilitation, or maintenance activities, the capacity of the roadway may be greatly reduced. Capacities differ for interstates, freeways, multiple-lane routes and two-lane roadways due to the number of closed lanes, how the project will affect the surrounding roadways, and geometrics of the roadway. When the reduction is too great the traveling public may experience unacceptable travel delays through the work zone, vehicles queuing (a line of vehicles) upstream of the work zone and possible frustration of the motorist. <br />
<br />
Typical estimation for capacity restriction is outlined in the [[616.29_MoDOT_Work_Zone_Guidelines|MoDOT Work Zone Guidelines]]. To help MoDOT personnel view capacity restrictions and cautionary zones, the [[:Category:145 Transportation Management Systems (TMS)|Transportation Management System (TMS)]] provides the restrictions in a color coded ''Traffic Segment Hourly Volume'' (TSHV) table. [[media:616.13 Traffic Segment.pdf|Directions of how to use the TSHV table]] are available.<br />
<br />
[[image:Fig. 616.13.jpg|none|750px|thumb|<center>'''Fig. 616.19, Traffic Segment Hourly Volume Table: I-70 Eastbound Example.'''</center>]]<br />
<br />
The TSHV table provides time periods when lane closures are in a cautionary zone or a capacity restriction, which are color coded blue and red, respectively. <br />
<br />
The cautionary zone is a triggering point for a review of the location or area the work will be performed. Normally, there should not be a capacity or travel delay concern, but due to history, narrow lanes, climbing grades, etc., the capacity may be reduced to a level of concern for delays or queuing. If there is a queuing or delay concern, work may be required to be performed during off-peak hours (i.e., nighttime and/or weekends) when necessary.<br />
<br />
When the hourly volume reaches the capacity restriction level, work should be scheduled during off-peak hours. Off-peak hours could consist of the time between rush-hour, per example; some locations only work between the hours of 9 am and 3pm. It may be beneficial to take advantage of nighttime or weekend hours due the lower volume of traffic in certain locations as long as worker safety will not be compromised by lower visibility or night time conditions.<br />
<br />
Due to different types of work, there may be times when lane closures are necessary during the hours exceeding the Capacity Restriction levels. The TSHV table does not provide information about possible delays or queuing of traffic due to capacity restrictions. <br />
<br />
Over the years, software programs have been developed to estimate the length of vehicles queued upstream from the work zone taper. The queue length is normally calculated in miles. The queue length is based on the number of vehicles in the number of open lanes upstream of the work zone taper. These software programs may also provide an estimate of travel delays in minutes. <br />
<br />
=616.19.1 Urban and Rural Significant Projects with Major Surrounding Network Systems=<br />
Depending on the location and duration, urban and rural significant projects may entail an in-depth analysis of the surrounding network of roads. Due to the complexity, project analysis of these larger projects should start as early in the planning phase as practical. With early analysis, the planner or designer can make an appropriate cost estimate for traffic management to the early budget requests and the appropriate temporary traffic control devices to mitigate possible traffic concerns. Various traffic analysis tools and techniques can be utilized to evaluate these situations. The district Traffic offices should be able to help determine an appropriate analysis methodology and support any technical analysis to determine the potential work zone impacts.<br />
<br />
=616.19.2 Interstate, Freeways and Multi-lane Roadways=<br />
Due to MoDOT’s large highway system, interstate, freeway, and multi-lane work zones may be located anywhere from the rural and urban areas to the flat and hilly terrain. Normally, these roadways have larger volumes and higher speed limits. When volumes exceed the capacity restriction level, ideally work should be performed when the volumes are lower, such as, off-peak, nighttime, weekends, etc. However, there are times when work has to be performed through the capacity restriction time periods, due to the type of work, longevity of the project, worker safety, etc. Whenever a lane closure is performed during the capacity restriction time period, a potential for queuing and delays may occur. To assist the planner, designer, construction inspector, contractor work zone specialist, and maintenance personnel, the University of Missouri-Columbia has helped developed a user-friendly software program, [[media:616.13_WZ_Impact_April_2022.xlsm|MoDOT Work Zone Impact Analysis Spreadsheet]], to provide an estimate of queues and delays to the traveling public.<br />
<br />
For contract projects, work zone capacity should be analyzed early in the planning and design stages so enough time will be provided for designing the work zone and budgeting for possible use of advance warning strategies. Smart work zone strategies can also be considered at this stage. The spreadsheet also gives recommendations on smart work zone strategies to include. Instructional videos on how to use the smart work zone functions of the spreadsheet are listed below: <br />
:[https://epg.modot.org/forms/Videos/616.13.2_Weighting.wmv Smart Work Zone Strategy Weighting]<br />
:[https://epg.modot.org/forms/Videos/616.13.2_Category.wmv Smart Work Zone Adding a Category]<br />
:[https://epg.modot.org/forms/Videos/616.13.2_General.wmv Smart Work Zone General Use].<br />
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For maintenance projects, history may have shown locations that do not queue or delay due to the type and location of work, percentage of trucks, etc. If the work area has not shown queue and delays, the spreadsheet analysis may not be warranted.<br />
<br />
<div id="MoDOT Work Zone Impact Analysis Spreadsheet"></div><br />
'''[[media:616.13_WZ_Impact_April_2022.xlsm|MoDOT Work Zone Impact Analysis Spreadsheet]] '''<br />
<br />
To provide user friendly features, the spreadsheet uses an excel database program, which requires a limited amount of data from the user. The spreadsheet has color-coded (blue, orange and yellow) fields that require information which can be obtained from the TMS database. <br />
<br />
The [https://epg.modot.org/forms/general_files/TS/616.13.2_Directions WZ Impact Analysis Spreadsheet Directions] provides guidance on how to use the spreadsheet. <br />
<br />
The spreadsheet consists mainly of two parts: existing conditions and work zone details. When calculating the capacity of the work zone, the program accounts for different factors that affect the capacity (ex. location of workers and/or equipment to the travel lane, travel lane width, and number of trucks). The spreadsheet is used to calculate the queue lengths, delay of travel, and cost of the travel delay based on the estimated capacity. <br />
<br />
==616.19.2.1 Work Location==<br />
Studies have shown that the location of the physical work (workers/equipment) to the traveling public may adjust the base work zone capacity (1600 passenger car/hour/lane) as much as ±10%. The MoDOT Work Zone Impact Analysis Spreadsheet provides capacity based on worker/equipment locations, worker protection, or moving traffic away from the work area (ramp by-pass, crossover on divided highway). <br />
<br />
==616.19.2.2 Travel Lane Width==<br />
Reducing the travel lane width will reduce the free-flow speed, which will cause a decrease capacity through the work zone. Currently, speeds are not used to estimate capacity within the work zone, but an adjustment factor is used to calculate the capacity based on the different lane widths. The MoDOT Work Zone Impact Analysis Spreadsheet includes a reduction factor based on the travel lane width.<br />
<br />
=616.19.3 Capacity Restriction for Different Climbing Grades=<br />
Interstate, freeway and multi-lane roadways with a continuous climbing grade may reduce the work zone roadway capacity, especially when large percentages of heavy vehicles (trucks, buses, RV, etc.) are present. If the grades are steep and long enough, the heavier vehicles speed may be reduce to a “crawl” speed. <br />
<br />
Due to the length and weight of the larger vehicles, they cannot be compared with passenger vehicles (cars/small trucks). Large vehicles are normally calculated as equivalent trucks. <br />
<br />
=616.19.4 Capacity Guidelines for Ramps=<br />
Ramps located near work zones may disrupt traffic flow due to the interaction of traffic entering or exiting the on/off ramps. <br />
<br />
MoDOT’s spreadsheet does not address individual ramps. If the work zone is located 500 ft. upstream or downstream of the on/off ramps, the TMS hourly volume should be based on the highest upstream or downstream volumes from the ramp. <br />
<br />
Closing ramps may be an option to reduce the volume into the work zone, which may relieve queuing and delay concerns. When closing ramps, the traveling public should have a detour route.<br />
<br />
=616.19.5 Travel Delay or Travel Time=<br />
Travel delay or increased travel time may be calculated within the different work zone software. There may be times that queue lengths and travel delays develop on projects that were not calculated within the software programs.<br />
<br />
When delays occur in the field, delay time may be calculated by the following equation: <br />
<br />
:''Delay Time = T<sub>wz</sub> - T<sub>p</sub>'' <br />
<br />
:Where: <br />
::''T<sub>wz</sub>'' = Time to travel through WZ <br />
::''T<sub>p</sub>'' = Time to travel through area at posted WZ speed limit <br />
<br />
Project personnel will determine these travel times and update DMS/CMS messages, as needed, at regular intervals and as conditions change. Possible methods to estimate travel times include: <br />
:* driving the limits of the work zone, <br />
:* establishing times based on predetermined queue lengths, <br />
:* monitoring travel times of vehicles traveling through the work zone or <br />
:* automated means. <br />
<br />
The spreadsheet, [[media:616.30.5 Travel Time for Work Zones.xls|Travel Time for Work Zones]], calculates the delay time within the advance warning area or the activity area (buffer and work space and end taper). <br />
<br />
=616.19.6 Advance Warning and Advanced Work Zone Traffic Strategy Selection=<br />
Below are several examples of strategies to inform the public or reduce work zone queues and delays, but they are not all inclusive.<br />
<br />
==616.19.6.1 Temporary Traffic Control Devices==<br />
Proper set-up of the temporary traffic control (TTC) devices is designed to provide the maximum safety and mobility through a work zone. Through the years, studies have been conducted to design the different components of the work zone. There are times (geometrics of roadway, etc.) when the work zone may have the speed limit reduced, but the amount of spacing and location of the TTC devices should be based on the posted speed limit (before the work zone).<br />
<br />
==616.19.6.2 [https://epg.modot.org/index.php?title=616.6_Temporary_Traffic_Control_Zone_Devices_%28MUTCD_6F%29#616.6.60_Portable_Changeable_Message_Signs_.28MUTCD_6F.60.29 Changeable Message Signs (CMS)] and [[910.3 Dynamic Message Signs (DMS)|Dynamic Message Signs (DMS)]]==<br />
[[image:616.30.6.2.jpg|right|300px]]<br />
<br />
CMS are portable signs and DMS are stationary signs both of which are capable of displaying several messages in a sequence and display pertinent traffic operational and guidance information as well as advising drivers of unexpected work zone traffic and routing conditions.<br />
<br />
CMS and/or DMS depending on the location may alleviate driver frustration with queues and delays by informing the traveling public with pertinent information.<br />
<br />
When used, distance to end of work zone, in miles, with estimated travel times, in five-minute increments, will be displayed on a properly delineated CMS or DMS board. These boards will be located in advance of any potential traffic queue. Additional boards may be used as needed. The recommended display for these messages is as follows:<br />
<br />
[[image:616.30.6.2.1.jpg|none|330px]]<br />
<br />
Unless travel time is provided through automated means, CMS and DMS boards will display the following recommended messages when workers are not present and traffic delay can be expected. <br />
<br />
[[image:616.30.6.2.2.jpg|none|330px]]<br />
<br />
CMS and DMS boards may display traffic or work zone related messages instead of being blank (or turned off), when workers are not present, no traffic delay can be expected, and travel time is not provided through automated means. <br />
<br />
==616.19.6.3 Smart Work Zone (SWZ) Strategy Selection==<br />
Through the years, the advancement of technology has produced a variety of strategies and techniques to provide improved warning and real-time work zone traffic information to the traveling public. MoDOT is committed to providing safe and efficient movement of traffic through work zones and protecting workers within the work zones.<br />
<br />
The [[#MoDOT Work Zone Impact Analysis Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] has been enhanced to also provide guidance in the selection of the appropriate smart work zone (SWZ) strategies (listed below) for a given work zone. The enhancements to the spreadsheet also include preliminary cost estimates for each SWZ strategy. This was done as part of MoDOT’s TSMO initiative. More information about TSMO can be found in [[:Category:909 Transportation Systems Management and Operations (TSMO)|EPG 909 Transportation Systems Management and Operations]]. <br />
<br />
To ensure the safety of traffic and workers in work zones, the enhanced Work Zone Impact Analysis Spreadsheet should be utilized during the project planning and scoping phase of project development. Performing this exercise at this stage allows for the appropriate strategies and costs to be included in the project scope and STIP.<br />
<br />
'''Smart Work Zone Strategy Description'''<br />
<br />
The smart work zone strategies described below are:<br />
:* Construction Vehicle Warning System<br />
:* Dynamic Late (Zipper) Merge System<br />
:* Queue Warning System<br />
:* Portable Rumble Strips<br />
:* Speed Warning System<br />
:* Work Zone ITS and Temporary Traffic Incident Management System<br />
:* Travel Time Advisory System<br />
:* Travel Time Advisory System with Alternate Routes.<br />
<br />
'''Construction Vehicle Warning System'''<br />
<br />
One of the crucial aspects of the establishment and maintenance of a work zone is safe access and egress points for construction vehicles. These points are key determinants when it comes to ensuring the safety of both the traveling public and construction workers on a project. <br />
<br />
The usage of detectors and CMS helps in notifying the motorists when a construction vehicle is planning to enter or exit from work zones. This display of messages can prepare travelers for a slowdown or potential merging conflicts due to construction vehicles. These warnings also reduce the frequency of incidents where motorists following work vehicles.<br />
<br />
'''Dynamic Late Merge/Zipper Merge'''<br />
<br />
One strategy that is available for 4-lane divided facilities in heavily congested areas (volumes greater than 1500 vehicles per hour) is the Dynamic Late Merge, which is more commonly referred to as the Zipper Merge. The Zipper Merge can increase work zone safety by reducing queue lengths. The [https://epg.modot.org/forms/JSP/JSP1607.docx Zipper Merge JSP] contains all of the specifications for this WZITS tool along with the [https://epg.modot.org/files/4/4b/616.13.6.3_Zipper.pdf Dynamic Late Merge/Zipper Merge Figure] showing the standard layout of the merge along with the appropriate messaging.<br />
<br />
The Zipper Merge system should be considered for temporary traffic control situations where a lane closure reduces the mainline roadway from two continuous lanes to one lane. Considerations include the estimated traffic volumes, duration of the lane closure and the effects of congestion and large traffic queues at the particular project location.<br />
<br />
The Zipper Merge system should be considered for deployment as part of a project’s temporary traffic control plan when the following conditions are anticipated:<br />
:* The lane closure will be in place for 2 or more days in a static work zone i.e. not in a mobile operation.<br />
:* The traffic volumes exceed 1500 vehicles/hour for at least 2 hours per day.<br />
:* During congested periods, the estimated traffic queue lengths (without the zipper merge implemented) will potentially encroach on upstream intersection/interchange operations.<br />
<br />
'''Queue Warning System'''<br />
<br />
A Queue Warning system is used to inform travelers about upcoming congested or stopped traffic conditions. The queue warning system informs drivers of an impending traffic situation and to avoid emergency braking and queue-related collisions. <br />
<br />
This system typically consists of roadside sensors and Changeable Message Signs (CMS) placed upstream of the work zone. The basic principle of this system is when sensors detect slowing or stopped vehicles, it sends signals to the CMS where warning signs are displayed advising travelers about an impending traffic queue. The sensors and CMS should be placed in such a way that if the queue reaches within 1-2 miles (based on the speed and length of work zone) of CMS, it should start displaying the warning signs alerting the approaching motorists of queue conditions.<br />
<br />
[[620.9_Rumble_Strip_Markings|'''Temporary Rumble Strips''']]<br />
<br />
Temporary rumble strips are a strategy for reducing distracted driving and achieving MoDOT’s work zone safety goals. Temporary rumble strips are comprised of a series of raised elongated bumps placed upon the surface of the roadway to provide an audible and vibratory alert to drivers of the upcoming work zone. <br />
<br />
'''Speed Warning System'''<br />
<br />
The regulation of speed during construction is necessary to maintain travelers’ and workers’ safety as well as making sure of timely completion of the road work. Speed warning systems are speed displays using intelligent transportation system (ITS) technologies that give the driver information about their speed as well as the posted advisory speed. The speed displays are portable and can be used in the work zone wherever excessive speeding is a problem. <br />
<br />
'''Work Zone Intelligent Transportation System and Temporary Traffic Incident Management System'''<br />
<br />
Through the years, the advancement of technology has produced work zone intelligent transportation systems (WZITS) that can provide real-time data to the traveling public.<br />
<br />
Instead of having a person being present to change the CMS or DMS through notification, the WZITS may be equipped with sensors, communication technology, computers, internet connection, etc. This technology can collect traffic volume, speed, etc. and then provide the traveling public with the accurate and real-time information for that particular work zone.<br />
<br />
The nonstandard [https://epg.modot.org/index.php/Job_Special_Provisions Work Zone Intelligent Transportation System special provision] is available as a guide for use in a project.<br />
<br />
A WZITS will improve detection in work zones, both by use of CCTV cameras and traffic sensors to monitor traffic flow and determine problem areas.<br />
<br />
The prompt detection and clearance of traffic incidents in a work zone aids in avoiding secondary crashes and minimizes associated delays.<br />
<br />
A Temporary Traffic Incident Management (TTIM) system can be defined as the coordinated, preplanned use of technology, processes, and procedures to reduce the duration and impact of incidents in a work zone. By significantly reducing the time to assess the incident details and needs, and to notify the appropriate responders, the clearing of the incident will be performed much more expediently.<br />
<br />
'''Travel Time Advisory System'''<br />
<br />
A travel time advisory system consists of travel times through a work zone. Travelers seek accurate, timely, and reliable information regarding their travel routes in a convenient form. Apart from benefitting the individual motorist, travel time information can lead to system-wide benefits when many users respond in a predictable way to the information they received. <br />
<br />
The benefits of travel time information for work zones include less stressful conditions for the motorists and more predictable and safe travel conditions.<br />
<br />
Work zones are infamous for travel delays and lead to traffic conditions that violate traveler’s expectations. Hence, the usage of travel times becomes important rather than a good-to-have for work zones. Travel time systems gather real-time traffic information in work zones with the help of sensors, video cameras, and communicate the scenario to upstream motorists with the help of portable Changeable Message Signs (CMS). <br />
<br />
The messages of travel time are displayed on CMS activated by the sensors. This information helps drivers understand the magnitude of delay they will encounter and to make an informed decision in how to conduct their travels. <br />
<br />
Probe data may be used for travel time measurement where available and volumes provide sufficient sample size.<br />
<br />
'''Travel Time Advisory System with Alternate Routes'''<br />
<br />
On projects where there is an alternate route available which has adequate capacity and minor out-of-distance travel, it may be advantageous to install travel time advisory systems both on the route under construction as well as the alternate route.<br />
<br />
This information helps drivers understand the magnitude of delay they will encounter and to make an informed decision in how to conduct their travels. Alternate route travel times can aide travelers in determining whether to travel through a work zone or utilize the designated alternate route.<br />
<br />
==616.19.6.4 Designated Detour or Relief Route==<br />
A project with a designated detour or relief route, when queuing occurs, may provide enough relief to handle the capacity restrictions of a work zone. Over the years, districts have used different strategies of lane reliefs by taking all vehicles or making a separation of light vehicles versus heavy vehicles on the detour or relief routes. <br />
<br />
Studies have shown that a typical project may have 5-10 percent of the traffic volume using the detour or relief route on their own initiative. With active guidance (MoDOT personnel, law enforcement, etc.) the detour or relief route volume may be increased. Even though the detour or relief route volume is small, it may be enough to relieve the congestion and allow free-flow traffic. <br />
<br />
==616.19.6.5 Maintain Same Number of Lanes==<br />
For some projects, the capacity of the roadway can be restructured by maintaining the same number of lanes by reducing the lane and/or the shoulder widths. <br />
<br />
Depending on the project scope, project duration and traffic delay and impact, adding a lane or utilizing part or all of the shoulder for traffic (shoulder may need to be improved to handle traffic) could be an option for a project to reduce the capacity concerns of the roadway. These decisions should be made early in the planning or design stages, so funds can be designated for this particular enhancement. <br />
<br />
Projects with the same number of lanes, in general, provide similar capacities as before the project, which may significantly reduce or eliminate queuing and travel delays. Narrow lane widths may cause motorists to feel uncomfortable and drive at lower speeds. It may be preferrable to have fewer full-width lanes than more restricted lanes (barrier walls, geometry, etc.). This may provide better traffic flow with reduced incident rates. <br />
<br />
==616.19.6.6 Public Information==<br />
Public information (PI) is an important component of transportation management plan within work zones. PI may range in complexity depending on the project location, scope and duration. For example, two projects ranging from a smaller project in the rural area to an urban area or interstate project. <br />
<br />
:* Rural: Place the information on the [https://traveler.modot.org/map/index.html Traveler Information Map], CMS boards, local newspaper, [https://visitor.r20.constantcontact.com/manage/optin?v=001AQ-AaKR-40wiMDQB4VCV83mfs7hBGtKlLpKakCNZOg2NAG8oCX01pp98IRKCCtMa89Zy1musQ969TIqM76ZHQAtmo36DUXl-pUHijyCMaHobOuFihLYma2ECCNvDKei-WlN1_G-vX_bAnthtRKEk5g%3D%3D social media], and radio station a week or two prior to the start of the project, etc.<br />
<br />
:* Urban: Place the information on the Traveler Information Map, several media outlets (newspapers, radio stations, television), contact [https://www.modot.org/mcs Motor Carrier Service] to contact different trucking companies, brochures, CMS/DMS prior to the start and throughout the project, incident response, [https://visitor.r20.constantcontact.com/manage/optin?v=001AQ-AaKR-40wiMDQB4VCV83mfs7hBGtKlLpKakCNZOg2NAG8oCX01pp98IRKCCtMa89Zy1musQ969TIqM76ZHQAtmo36DUXl-pUHijyCMaHobOuFihLYma2ECCNvDKei-WlN1_G-vX_bAnthtRKEk5g%3D%3D social media], etc. <br />
<br />
The ultimate goal is to provide the earliest information of any congestion concerns to the public, so the travelers can adjust their travel times in an effort to reduce the queuing and delay.<br />
<br />
=616.19.7 Traffic Pacing/Rolling Roadblock=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:405px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-Mainline.pdf Traffic Pacing/Rolling Roadblock Mainline Pacing Details]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-CMS.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs]<br />
</div><br />
<br />
Traffic pacing/rolling roadblock is a traffic control technique that facilitates work by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advance signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.<br />
<br />
The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being used.<br />
<br />
Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet] shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plan Details] and [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout].<br />
<br />
<br />
[[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.19]]</div>Hoskirhttps://epg.modot.org/index.php?title=User_talk:Hoskir&diff=58613User talk:Hoskir2026-05-06T15:46:15Z<p>Hoskir: /* REVISION REQUEST 4184 */</p>
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==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
<br />
{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
<br />
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''<br />
<br />
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.<br />
<br />
<br />
='''REVISION REQUEST 4165'''=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:400px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
Several '''foundational documents''' guide MoDOT’s TSMO program:<br />
* [https://www.modot.org/sites/default/files/documents/2024%20MoDOT%20TSMO%20Program%20Plan.pdf TSMO Program and Action Plan] – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.<br />
* [https://www.modot.org/sites/default/files/documents/TSMO%20Informational%20Memoranda%20Complete.pdf TSMO Informational Memoranda] – provides background, technical details, and <br />
* [https://www.modot.org/sites/default/files/documents/BC%20Reference%20memo_0.pdf TSMO Benefit-Cost Reference Memo] – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.<br />
* [https://epg.modot.org/files/6/6b/909_WZM_Guidebook.pdf Work Zone Management Guidebook] – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources <br />
* [https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf Connected and Automated Vehicle Action Plan] – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.<br />
</div><br />
<br />
Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.<br />
<br />
MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:<br />
<br />
* '''Non-recurring delays''' arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.<br />
* '''Recurring delays''' occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.<br />
<br />
By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.<br />
<br />
==909.0 Introduction to TSMO==<br />
<br />
===909.0.1 Overview of TSMO Strategies===<br />
TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:<br />
<br />
909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.<br />
* 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.<br />
* 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.<br />
* 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.<br />
* 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.<br />
* 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.<br />
<br />
909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.<br />
* 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.<br />
* 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.<br />
* 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.<br />
* 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.<br />
* 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.<br />
<br />
===909.0.2 Relationship with Other Programs===<br />
TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:<br />
* '''Safety Programs''': TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|EPG 907.9 Safety Assessment For Every Roadway (SAFER)]]), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities. <br />
* '''Asset Management''': TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.<br />
* '''Planning and Design''': TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.<br />
* '''Maintenance''': Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.<br />
* '''Traveler Information''': TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.<br />
<br />
In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.<br />
<br />
===909.0.3 Roles and Responsibilities for TSMO Implementation===<br />
This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.3. Roles and Responsibilities for TSMO Implementation''<br />
|-<br />
! Role !! Responsibility<br />
|-<br />
| '''Transportation Management Center (TMC) Operator''' || Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.<br />
|-<br />
| '''Emergency Response Operator''' || Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.<br />
|-<br />
| '''Maintenance Technician''' || Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Traffic Operations Engineer''' || Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Transportation Planner''' || Include TSMO and other traditional transportation improvement strategies in all planning efforts.<br />
|-<br />
| '''Design Engineer''' || Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.<br />
|-<br />
| '''Construction Inspector''' || Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure. <br />
|-<br />
| '''Work Zone Specialists''' || Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.<br />
|-<br />
| '''Information Systems Manager''' || Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.<br />
|-<br />
| '''Human Resources Specialist''' || Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.<br />
|-<br />
| '''Emergency Management Agencies''' || Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.<br />
|}<br />
<br />
===909.0.4 TSMO Planning Framework=== <br />
The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.<br />
<br />
Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.1. Programmatic Element''<br />
|-<br />
! Goal !! Objective<br />
|-<br />
| '''Safety''' || Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).<br />
|-<br />
| '''Reliability''' || Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.<br />
|-<br />
| '''Efficiency''' || Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.<br />
|-<br />
| '''Customer Service''' || Provide timely, accurate, and useful traveler information that supports informed decision-making.<br />
|-<br />
| '''Collaboration''' || Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.<br />
|-<br />
| '''Integration''' || Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.<br />
|}<br />
<br />
Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies''<br />
|-<br />
! style="width:400px" | Mission !! style="width:400px" | High-Level Outcome !! Example TSMO Strategy<br />
|-<br />
| '''Improving safety (Moving Missourians safely)''' || Reduction in crashes, fatalities, and serious injuries; safer travel for all users || • 909.1.1 Traffic Incident Management<br>• 909.1.3 Road Weather Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br />
|-<br />
| '''Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management)''' || Cost-effective improvements that maximize existing infrastructure and delay costly expansions || • 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br>• 909.2.3 Freight Operation<br>• 909.2.4 Vulnerable Road Users<br />
|-<br />
| '''Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians)''' || Predictable travel times and improved system performance for people and freight || • 909.1.1 Traffic Incident Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.1.5 Planned Special Event Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.5 Transit Operation<br />
|-<br />
| '''Providing useful and timely traveler information (Providing outstanding customer service)''' || Informed travel decisions by the public, increased user satisfaction || • 909.1.2 Transportation Operations for Emergency Incidents or Disasters<br>• 909.1.3 Road Weather Management<br />
|}<br />
<br />
===909.0.5 Performance Metrics===<br />
Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="4" | '''909.1.1 Traffic Incident Management''' || Enhance the '''safety''' of traveling public and incident responders || • Number of secondary crashes per incident<br>• Severity (fatalities/serious injuries) of secondary crashes<br>• Percent of incidents with secondary crashes recorded<br>• Number of responders struck-by crashes<br>• Severity of responder-involved crashes<br>• Percent of incidents with responder crash data recorded<br />
|-<br />
| Enhance '''reliability''' and '''efficiency''' of Missouri’s transportation system || • Average roadway clearance time<br>• Average incident clearance time<br>• Percent of incidents meeting clearance time targets<br />
|-<br />
| Strengthen '''coordination''', '''communication''', and '''collaboration''' between MoDOT and TIM partners || • Number of formalized agreements signed<br>• Number of multi-agency TIM meetings held annually<br>• Number of TIM trainings held annually<br>• Partner participation rate in meetings/exercises<br />
|-<br />
| Establish '''TIM policies''', '''procedures''', and '''protocols''' within MoDOT || • Number of formal TIM policies/protocols adopted<br>• Percent of TIM coordinator positions filled and active<br />
|-<br />
| rowspan="2" | '''909.1.2 Transportation Operations for Emergency Incidents or Disasters''' || Enhance '''safety''' and responder protection during emergency incidents || • Number of emergency-related crashes<br>• Severity (fatal/serious injury) of emergency-related crashes<br>• Percent of emergency incidents with responder safety data recorded<br />
|-<br />
| Improve '''reliability''' and '''speed''' of emergency response and system restoration || • Time to activate emergency operations<br>• Duration of emergency lane/road closures<br>• Percent of priority routes restored within target timeframes<br>• Emergency communication system uptime<br>• Average time to deploy emergency traffic control<br />
|-<br />
| rowspan="3" | '''909.1.3 Road Weather Management''' || Improve '''safety''' under adverse weather conditions || • Number of weather-related crashes, fatalities, and serious injuries<br>• Crash rate per weather event<br />
|-<br />
| Enhance '''operational readiness''' and '''timely''' roadway treatment || • Time to treat priority routes during storms<br>• Percent of network treated within specific time thresholds<br>• Materials usage efficiency (salt, brine, abrasives)<br />
|-<br />
| Improve '''traveler information''' accuracy during weather events || • Traveler information system accuracy rate during storms<br>• Number of travel information interactions (511 apps, CMS messages)<br />
|-<br />
| rowspan="2" | '''909.1.4 Work Zone Traffic Management''' || Enhance '''safety''' for workers and motorists in work zones || • Number and rate of work zone crashes<br>• Number of work zone fatalities and serious injuries<br>• Number of work zone intrusions (near-miss events)<br />
|-<br />
| Improve '''mobility''' and reduce unexpected work zone delays || • Work-zone related delays<br>• Percent of work zones meeting mobility targets (queue length, speed, travel time)<br>• Average incident clearance time for work zone-related incidents<br />
|-<br />
| rowspan="2" | '''909.1.5 Planned Special Event Management''' || Ensure '''safe''' travel conditions during special events || • Number and rate of special event-related crashes<br>• Vulnerable Road User (VRU) level of comfort/safety index near event venues<br />
|-<br />
| Improve '''mobility''' and minimize event-related congestion || • Travel time reliability during event periods<br>• Vehicle and pedestrian throughput at key access points<br>• Percent of events meeting planned operational performance targets<br />
|}<br />
<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="3" | '''909.2.1 Freeway Operations and Management''' || Support '''safety''' on managed freeway facilities || • Number and rate of crashes on freeway segments<br>• Number of secondary crashes<br />
|-<br />
| Improve '''travel reliability''' on freeway corridors || • Travel time reliability index<br>• Planning time index<br />
|-<br />
| Enhance operational '''efficiency''' on freeway corridors || • Average travel speed and delay<br>• Vehicle and truck throughput<br>• Number of recurring congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.2 Arterial Operations and Management''' || Enhance '''safety''' at signalized intersections and arterials || • Crash frequency and severity at signalized intersections<br>• Pedestrian and bicycle crash rate<br />
|-<br />
| Improve '''efficiency''' of arterial traffic flow || • Arterial travel time and delay<br>• Signal progression quality (arrival on green, bandwidth)<br>• Number of mitigated congestion hotspots<br />
|-<br />
| Enhance '''reliability''' of multimodal arterial operations || • Transit signal delay at signals (if applicable)<br>• Pedestrian crossing delay<br />
|-<br />
| rowspan="2" | '''909.2.3 Freight Operation''' || Improve '''efficiency''' on key freight corridors || • Truck delay at bottlenecks<br>• Freight throughput (corridor or intermodal facility)<br />
|-<br />
| Enhance '''reliability''' of freight travel || • Truck travel time reliability index<br>• Number of freight-related congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.4 Vulnerable Road Users''' || Enhance '''safety''' and '''comfort''' for Vulnerable Road Users (VRUs) || • Number and rate of VRU crashes<br>• VRU level of comfort/safety index<br />
|-<br />
| Improve '''connectivity''' for walking and bicycling || • Miles of connected pedestrian/bicycle facilities<br>• Percent of network meeting connectivity standards<br />
|-<br />
| Support '''sustainable''', multimodal travel options || • Share of trips completed using active modes<br />
|-<br />
| rowspan="3" | '''909.2.5 Transit Operation''' || Enhance '''mobility''' of transit users || • Passenger throughput per route or corridor<br>• Average transit travel time<br />
|-<br />
| Improve transit '''reliability''' and on-time performance || • Percent of on-time arrivals<br>• Transit travel time reliability (travel adherence)<br />
|-<br />
| Improve customer experience and multimodal access || • Customer satisfaction survey results<br>• Pedestrian access quality (stop accessibility index)<br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.1 Non-Congested Route (Non-Recurring Delays)==<br />
<br />
==909.1.1 Traffic Incident Management==<br />
Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.<br />
<br />
While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:<br />
* Debris in the roadway <br />
* Grass fires <br />
* Lane-blocking emergency vehicles <br />
* Vehicle fires <br />
* Heavy congestion<br />
<br />
By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.<br />
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<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Detect and coordinate response ([[#909.1.1.3 Components|909.1.1.3 Components]]), disseminate traveler information ([[#909.1.1.1 Traffic Incident Management Plans|909.1.1.1 Traffic Incident Management Plans]]).<br />
* Maintenance Technicians → Assist with clearance and roadway restoration ([[#909.1.1.3 Components|909.1.1.3 Components]]).<br />
* Emergency Management Agencies → Critical frontline responders ([[#909.1.1.2 Stakeholders|909.1.1.2 Stakeholders]]).<br />
</div><br />
<br />
===909.1.1.1 Traffic Incident Management Plans===<br />
Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:<br />
* Reduce response and clearance times.<br />
* Develop alternate plans for handling affected traffic.<br />
* Communicate and coordinate between first responders. <br />
* Communicate traffic impacts to motorists.<br />
<br />
Reference [[:Category:948_Incident_Response_Plan_and_Emergency_Response_Management|EPG 948 Incident Response Plan and Emergency Response Management]] for additional information.<br />
<br />
===909.1.1.2 Stakeholders===<br />
Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.<br />
<br />
===909.1.1.3 Components===<br />
The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.<br />
<br />
==909.1.2 Transportation Operations for Emergency Incidents or Disasters==<br />
Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.<br />
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<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Emergency Management Agencies → Coordinate disaster response ([[#909.1.2.1 Frameworks and Coordination|909.1.2.1 Frameworks and Coordination]]).<br />
* Transportation Planners → Prepare evacuation plans ([[#909.1.2.2 Preparedness and Planning|909.1.2.2 Preparedness and Planning]]).<br />
* Traffic Operations Engineers → Manage ingress and egress traffic flow ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
* TMC Operators → Monitor evacuation routes and push real-time traveler information ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
</div><br />
<br />
===909.1.2.1 Frameworks and Coordination===<br />
MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.<br />
<br />
'''National Incident Management System (NIMS)''':<br />
* Provides a nationwide approach for incident management and coordination.<br />
* Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.<br />
* Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.<br />
<br />
'''Incident Command System (ICS)''':<br />
* Serves as the on-scene management structure for all types of incidents.<br />
* Defines clear roles, responsibilities, and reporting relationships across agencies.<br />
* Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.<br />
* Provides flexibility to scale operations for localized or statewide events.<br />
<br />
For detailed response information, please contact MoDOT’s Safety and Emergency Management.<br />
<br />
===909.1.2.2 Preparedness and Planning===<br />
* Develop and exercise evacuation and emergency operations plans.<br />
* Use simulation and scenario testing to identify gaps and strengthen interagency protocols.<br />
* Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.<br />
<br />
===909.1.2.3 Operational Strategies During Disasters===<br />
* '''Traffic Management''': Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.<br />
* '''Multimodal Evacuations''': Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.<br />
* '''Route Monitoring''': Employ field observations, cameras, and sensors to track evacuation route conditions in real time.<br />
* '''Public Information''': Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.<br />
<br />
==909.1.3 Road Weather Management== <br />
Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.<br />
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<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Operate dynamic message signs and push alerts ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Maintenance Technicians → Respond to weather conditions, deploy treatment ([[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Traffic Operations Engineers → Oversee VSL and integrate road weather information systems data ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
</div><br />
<br />
===909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs===<br />
Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.<br />
<br />
Procedures for Dynamic Message Signs are outlined in [[910.3_Dynamic_Message_Signs_(DMS)|EPG 910.3 Dynamic Message Signs (DMS)]].<br />
<br />
===909.1.3.2 Road Weather Information Systems===<br />
Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.<br />
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==909.1.4 Work Zone Traffic Management== <br />
Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management. <br />
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<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Incorporate TMP and ITS strategies into project design ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* Work Zone Specialists → Review and manage TMPs, oversee traffic control device setup, and ensure compliance with MoDOT standards ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Construction Inspectors → Enforce work zone traffic control measures ([[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Traffic Operations Engineers → Oversee ITS integration and system strategies ([[#909.1.4.3 Smart Work Zones|909.1.4.3 Smart Work Zones]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* TMC Operators → Monitor work zones and disseminate real-time traveler information ([[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
</div><br />
<br />
===909.1.4.1 Traffic Management Plan===<br />
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI). <br />
<br />
As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] provides tools to access the traffic impact of the proposed project design(s).<br />
<br />
For additional detail on the required elements, development process, and documentation standards for TMPs, reference [[616.20_Work_Zone_Safety_and_Mobility_Policy#616.20.9_Work_Zone_Transportation_Management_Plan|EPG 616.20.9 Work Zone Transportation Management Plan]].<br />
<br />
===909.1.4.2 Traffic Incident Management Plan===<br />
When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.<br />
<br />
Reference [[#909.1.1.1 Traffic Incident Management Plans|EPG 909.1.1.1 Traffic Incident Management (TIM) Plans]] for additional information.<br />
<br />
===909.1.4.3 Smart Work Zones===<br />
Once a project design has been determined, the [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#MoDOT_Work_Zone_Impact_Analysis_Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the [[media:909_WZM_Guidebook.pdf|Work Zone Management Guidebook]] provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The [[media:909_WZM_Presentation.pdf|Work Zone Management Guidebook Presentation]] provides additional information about the guidebook. Additional information can also be found in [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] and [[616.20_Work_Zone_Safety_and_Mobility_Policy|EPG 616.20 Work Zone Safety and Mobility Policy]].<br />
<br />
===909.1.4.4 Use of Intelligent Transportation Systems===<br />
Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.<br />
<br />
Procedures for ITS devices are outlined in [[:Category:910_Intelligent_Transportation_Systems|EPG 910 Intelligent Transportation Systems]].<br />
<br />
==909.1.5 Planned Special Event Management==<br />
Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.<br />
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<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Develop TMPs for special events and coordinate agencies ([[#909.1.5.1 Pre-Event Planning|909.1.5.1 Pre-Event Planning]]; [[#909.1.5.4 Post-Event Evaluation|909.1.5.4 Post-Event Evaluation]]).<br />
* Traffic Operations Engineers → Design strategies for traffic flow and multimodal support ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
* TMC Operators → Manage day-of-event operations and traveler communications ([[#909.1.5.3 Day-of-Event Operations|909.1.5.3 Day-of-Event Operations]]).<br />
* Emergency Management Agencies → Manage access, safety, and enforcement ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
</div> <br />
<br />
===909.1.5.1 Pre-Event Planning===<br />
* Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.<br />
* Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).<br />
* Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.<br />
<br />
===909.1.5.2 Implementation===<br />
* Deploy traffic control devices, signage, and ITS in advance of the event.<br />
* Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.<br />
* Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.<br />
<br />
===909.1.5.3 Day-of-Event Operations===<br />
* Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).<br />
* Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.<br />
* Adjust plans dynamically to address congestion, incidents, or security needs.<br />
<br />
===909.1.5.4 Post-Event Evaluation===<br />
* Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.<br />
* Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.<br />
* Capture performance measures such as clearance times, delay estimates, and traveler feedback.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
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==909.2 Congested Route (Recurring Delays)==<br />
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==909.2.1 Freeway Operations and Management==<br />
Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Monitor and adjust dynamic controls, coordinate corridor operations, and manage incident response ([[#909.2.1.1 Ramp Management and Control|909.2.1.1 Ramp Management and Control]]; [[#909.2.1.3 Dynamic Speed Limits|909.2.1.3 Dynamic Speed Limits]]; [[#909.2.1.4 Queue Warning|909.2.1.4 Queue Warning]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]).<br />
* Traffic Operations Engineers → Design freeway operations strategies, oversee policy-sensitive strategies, and evaluate corridor performance ([[#909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)|909.2.1.2 Part-Time Shoulder Use]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.7 Managed Lanes|909.2.1.7 Managed Lanes]]).<br />
* Information Systems Managers → Maintain ITS infrastructure, support automated detection, and ensure system integration for real-time operations ([[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.8 Automated Incident Detection|909.2.1.8 Automated Incident Detection]]).<br />
</div> <br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.1.1 Ramp Management and Control===<br />
Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.<br />
<br />
Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds. <br />
<br />
===909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)===<br />
Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.<br />
<br />
This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
===909.2.1.3 Dynamic Speed Limits===<br />
Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.<br />
<br />
In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.<br />
<br />
===909.2.1.4 Queue Warning===<br />
Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.<br />
<br />
===909.2.1.5 Integrated Corridor Management===<br />
Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.<br />
<br />
===909.2.1.6 Transportation Management Centers===<br />
Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.<br />
<br />
===909.2.1.7 Managed Lanes===<br />
Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.<br />
<br />
At present, Missouri has no active managed lane facilities.<br />
<br />
===909.2.1.8 Automated Incident Detection===<br />
Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel. <br />
<br />
==909.2.2 Arterial Operations and Management==<br />
Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.<br />
<br />
In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.<br />
<br />
The following sections outline key strategies for arterial operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Traffic Operations Engineers → Manage signals, coordination, and adaptive timing ([[#909.2.2.3 Traffic Signal Program Management|909.2.2.3 Traffic Signal Program Management]]; [[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.5 Transit Signal Priority|909.2.2.5 Transit Signal Priority]]).<br />
* Design Engineers → Implement innovative intersections and targeted improvements ([[#909.2.2.1 Targeted Infrastructure Improvements|909.2.2.1 Targeted Infrastructure Improvements]]; [[#909.2.2.2 Innovative Intersection Designs|909.2.2.2 Innovative Intersection Designs]]).<br />
* TMC Operators → Oversee corridor signal adjustments and incident response ([[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.6 Arterial Dynamic Shoulder Use|909.2.2.6 Arterial Dynamic Shoulder Use]]).<br />
</div><br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.2.1 Targeted Infrastructure Improvements===<br />
Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.<br />
<br />
===909.2.2.2 Innovative Intersection Designs===<br />
Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.<br />
<br />
Additional information can be found in [[233.5_Intersection_Alternatives|EPG 233.5 Intersection Alternatives]].<br />
<br />
===909.2.2.3 Traffic Signal Program Management===<br />
A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.<br />
<br />
Procedures for signal operation and maintenance are outlined in [[902.1_General_(MUTCD_Chapter_4A)#902.1.10_Responsibility_for_Operation_and_Maintenance_(MUTCD_Section_4A.10)|902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10)]].<br />
<br />
===909.2.2.4 Traffic Signal Timing and Coordination===<br />
Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.<br />
<br />
<u>Applications:</u><br />
* '''Traffic Signal Retiming''' – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.<br />
* '''Traffic Signal Coordination''' – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.<br />
* '''Adaptive Traffic Signal Control''' – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.<br />
<br />
===909.2.2.5 Transit Signal Priority===<br />
Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.<br />
<br />
===909.2.2.6 Arterial Dynamic Shoulder Use===<br />
Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
==909.2.3 Freight Operation==<br />
Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Coordinate freight corridors, permitting, and parking strategies ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.2 Truck Parking|909.2.3.2 Truck Parking]]; [[#909.2.3.3 Regional Permitting|909.2.3.3 Regional Permitting]]).<br />
* Traffic Operations Engineers → Oversee technology applications and truck restrictions ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.4 Technology Applications for Freight|909.2.3.4 Technology Applications for Freight]]; [[#909.2.3.5 Connected and Automated Freight Vehicles|909.2.3.5 Connected and Automated Freight Vehicles]]).<br />
</div><br />
<br />
Reference MoDOT’s [https://www.modot.org/2022-state-freight-and-rail-plan-documents 2022 State Freight and Rail Plan Documents] for additional information.<br />
<br />
===909.2.3.1 Freight Operations Around Ports and Generators===<br />
Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.<br />
<br />
===909.2.3.2 Truck Parking===<br />
Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.<br />
<br />
===909.2.3.3 Regional Permitting===<br />
Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.<br />
<br />
===909.2.3.4 Technology Applications for Freight===<br />
Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.<br />
<br />
===909.2.3.5 Connected and Automated Freight Vehicles===<br />
The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.<br />
<br />
==909.2.4 Vulnerable Road Users==<br />
Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Implement bike lanes, pedestrian facilities, and safety enhancements ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.2 Pedestrian and Accessibility Facilities|909.2.4.2 Pedestrian and Accessibility Facilities]]; [[#909.2.4.3 Bicycle Lanes and Cycle Tracks|909.2.4.3 Bicycle Lanes and Cycle Tracks]]).<br />
* Transportation Planners → Support multimodal planning and education programs ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.4 VRU Education and Outreach|909.2.4.4 VRU Education]]).<br />
</div><br />
<br />
===909.2.4.1 Safety Enhancements===<br />
Selective deployment of safety enhancements should be informed by [[:Category:907_Traffic_Safety|EPG Category:907 Traffic Safety]] and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.<br />
<br />
===909.2.4.2 Pedestrian and Accessibility Facilities===<br />
Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.<br />
<br />
===909.2.4.3 Bicycle Lanes and Cycle Tracks===<br />
Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.<br />
<br />
===909.2.4.4 VRU Education and Outreach===<br />
Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.<br />
<br />
==909.2.5 Transit Operation==<br />
Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.4 Transit Operation Vehicles|909.2.5.4 Transit Operation Vehicles]]).<br />
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies ([[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.5 Multimodal Transportation Centers|909.2.5.5 Multimodal Transportation Centers]]).<br />
* Traffic Operations Engineers → Support signal priority and corridor treatments ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]).<br />
</div><br />
<br />
===909.2.5.1 Transit Signal Priority=== <br />
Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.<br />
<br />
Additional information on TSP is provided in [[#909.2.2.5 Transit Signal Priority|EPG 909.2.2.5 Transit Signal Priority]].<br />
<br />
===909.2.5.2 Bus Rapid Transit===<br />
Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.<br />
<br />
===909.2.5.3 Transit-Only Lanes===<br />
Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.<br />
<br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div> <br />
<br />
===909.2.5.4 Transit Operation Vehicles===<br />
Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.<br />
<br />
===909.2.5.5 Multimodal Transportation Centers===<br />
Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.<br />
<br />
In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.<br />
<br />
='''REVISION REQUEST 4175'''=<br />
<br />
===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
=='''701 Drilled Shafts'''==<br />
<br />
Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See [[751.37 Drilled Shafts|EPG 751.37 Drilled Shafts]] for design guidance and additional information.<br />
<br />
This type of foundation is identified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation. <br />
<br />
'''Drilled shafts for bridge structures:''' <br />
<br />
Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in [[751.37_Drilled_Shafts#751.37.1.3_Casing|EPG 751.37.1.3 Casing]].<br />
<br />
The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with q<sub>u</sub> ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ q<sub>u</sub> ≤ 100 ksf) with a smaller diameter rock socket drilled into same. The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.<br />
<br />
The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.<br />
<br />
Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] should be reviewed carefully.<br />
<br />
An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?<br />
:1. The contractor is responsible for submitting a remediation plan for the repair.<br />
:2. The plan should include as a minimum the following:<br />
::a) The area of deficient material must be clearly defined using coring or other means.<br />
::b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.<br />
::c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.<br />
::d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.<br />
:3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.<br />
<br />
'''Question: Per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701.4.17.2.1 Installation of Pipes], “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?'''<br />
<br />
The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.<br />
<br />
'''Drilled shafts for non-bridge structures:'''<br />
<br />
Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.<br />
<br />
The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
* Where drift has been identified as a problem <br />
* Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
* Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
* Where drift is a concern and protection is required<br />
* Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
* Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:<br />
* 10-year flood elevation<br />
* 1 foot above ordinary high water elevation<br />
* Elevation of nearest overbank<br />
* 3 feet above low water elevation<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<br />
When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
Drilled shafts shall be constructed with a permanent casing and rock socketed.<br />
<br />
The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.<br />
<br />
The Design Layout Sheet should include the following information:<br />
* Top of Drilled Shaft Elevation <br />
* Anticipated Tip of Casing Elevation<br />
* Anticipated Top of Sound Rock Elevation<br />
<br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
|- style="width: 100px;"<br />
| style="width: 100px;" | Bent || style="width: 100px;" | Elevation || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Side Resistance) (ksf) || style="width: 175px;" | Side Resistance Factor for<br>Strength Limit State || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Tip Resistance) (ksf) || style="width: 175px;" | Tip Resistance Factors for<br>Strength Limit States<br />
|-<br />
| &nbsp; || || || || || <br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
== 751.4.1 Reinforced Concrete ==<br />
<br />
'''Classes of Reinforced Concrete''' <br />
<br />
Below are classes of concrete for each type or portion of structure:<br />
<br />
{| border="0" cellpadding="2" cellspacing="0" align="auto"<br />
|-<br />
| colspan="2" | '''Box Culverts''' || B-1<br />
|-<br />
| colspan="2" | '''Retaining Walls''' || B or B-1<br />
|-<br />
| colspan="2" | '''Superstructure (General)''' || B-2<br />
|-<br />
| width="20" | || Curbs and Parapets || B-1<br />
|-<br />
| || Type A, B, C, D, G and H Barriers || B-1<br />
|-<br />
| ||Sidewalks || B-2<br />
|-<br />
| || Raised Median || B-2<br />
|-<br />
| || Slabs || B-2<br />
|-<br />
| || Box Girders || B-2<br />
|-<br />
| || Deck Girders || B-2<br />
|-<br />
| || Prestressed Precast Panels || A-1<br />
|-<br />
| || Prestressed I - Girders || A-1<br />
|-<br />
| || Prestressed Double -Tee Girders || A-1<br />
|-<br />
| || Integral End Bents (Above lower construction joint) || B-2<br />
|-<br />
| || Semi-Deep Abutments (Above construction joint under slab) || B-2<br />
|-<br />
| colspan="2" | '''Substructure (General)''' || B <br />
|-<br />
| || Integral End Bents (Below lower construction joint) || B<br />
|-<br />
| || Non-Integral End Bents || B<br />
|-<br />
| || Semi-Deep Abutments (Below construction joint under slab) || B<br />
|-<br />
| || Intermediate Bents || B (*)<br />
|-<br />
| || width="485" | Intermediate Bent Columns, End Bents (Below construction<br>joint at bottom of slab in Cont. Conc. Slab Bridges) || B-1<br />
|-<br />
| || Footings || B<br />
|-<br />
| || Drilled Shafts (except per Standard Plans 903.15) || B-2<br />
|-<br />
| || Drilled Shafts (per Standard Plans 903.15) || B<br />
|-<br />
| || Cast-In-Place Pile || B-1<br />
|-<br />
|colspan="3" | (*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).<br />
|}<br />
<br />
{|border="1" style="text-align:center" cellpadding="5" align="center" <br />
|- <br />
|+'''Unit Stresses of Reinforced Concrete'''<br />
|- <br />
!Class of Concrete||Aggregate Maximumsize (Inches)||Cement Factor (barrels percubic yard)||<math>\,f'c</math> (psi)||<math>\,fc</math> (psi)||<math>\,n</math> (*)||<math>\,E_c</math> (ksi)<br />
|-<br />
|A-1||3/4||1.6 (Min.)||5,000||2,000||6||4074<br />
|-<br />
|B||1||1.4 (Min.)||3,000||1,200||10||3156<br />
|-<br />
|B-1||1||1.6 (Min.)||4,000||1,600||8||3644<br />
|-<br />
|B-2||1||1.875 (Min.)||4,000||1,600||8||3644<br />
|}<br />
<center>(*) Values of n for computations of strength only.</center><br />
<br />
{| border="0" cellpadding="6" cellspacing="0" align="auto"<br />
| align="left" | '''Reinforcing Steel'''<br />
|-<br />
|Reinforcing Steel (Grade 60)||<math>\,F_y</math> = 60 ksi<br />
|}<br />
<br />
<!-- [[Category:751 LRFD Bridge Design Guidelines|751.04]] --><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.2 Materials===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]<br />
|}<br />
<br />
Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’<sub>c</sub> = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength, f’<sub>c</sub> = 4 ksi.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.37.1.3 Casing===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]<br />
|}<br />
<br />
'''Drilled shafts for bridge structures:'''<br />
<br />
All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701]. <br />
<br />
Rock sockets shall be uncased.<br />
<br />
Permanent Casing Thickness Design and Plan Reporting:<br />
: Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.<br />
: All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.<br />
: For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.5 Related Provisions===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]<br />
|}<br />
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
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===751.37.1.6 Drilled Shaft General Detail Considerations===<br />
For Seismic detail requirements for seismic design category, SDC B, C and D, See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]]. <br />
<br />
[[image:751.37.1.6 01.png|700px|center]]<br />
<br />
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.<br />
<br />
''Notes:''<br />
: (1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):<br />
:: Diameter ≤ 2.5 ft: 2 pipes<br />
:: Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes<br />
:: Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes<br />
:: Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes<br />
:: Diameter >8.0 ft: 6 pipes<br />
: Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).<br />
: See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements for bridge structures and non-bridge structures.<br />
: When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.<br />
: See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).<br />
: (2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]. <br />
: (3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.<br />
: (4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])<br />
|-<br />
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]<br />
|}<br />
</center><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
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==751.37.2 General Design Procedure and Limit States==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]<br />
|}<br />
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied. <br />
<br />
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.<br />
<br />
'''Guidance'''<br />
<br />
There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].<br />
<br />
: '''Drilled shafts for bridge structures:'''<br />
: Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).<br />
<br />
: '''Drilled shafts for non-bridge structures:'''<br />
:1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.<br />
:2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.<br />
:3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.<br />
<br />
Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.<br />
<br />
Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).<br />
<br />
Note on Definitions:<br />
:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock. <br />
:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
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==751.37.3 Design for Axial Loading at Strength Limit State==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]<br />
|}<br />
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1<br />
|}<br />
<br />
where: <br />
<br />
:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),<br />
<br />
:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),<br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and <br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).<br />
<br />
Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.<br />
<br />
The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2<br />
|}<br />
<br />
where: <br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless), <br />
<br />
:''<math>\mathbf q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qs-i}</math> and ''<math>\mathbf q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment. <br />
<br />
Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.<br />
<br />
The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless), <br />
<br />
:''<math>\mathbf q_p </math>''= nominal unit tip resistance (consistent units of stress), and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qp}</math> and ''<math>\mathbf q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft. <br />
<br />
Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:<br />
<br />
:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf; <br />
<br />
:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf; <br />
<br />
:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot; <br />
<br />
:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows; <br />
<br />
:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf; <br />
<br />
:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and <br />
<br />
:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.<br />
<br />
Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
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<br />
===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]<br />
|}<br />
<br />
'''Side Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21<br />
|}<br />
<br />
where:<br />
<br />
:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress), <br />
<br />
:β = an empirical correlation factor (dimensionless) and<br />
<br />
:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress). <br />
<br />
The value for β shall be taken as (O’Neill and Reese, 1999)<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a<br />
|-<br />
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b<br />
|}<br />
<br />
where 0.25 ≤ β ≤ 1.2 and<br />
<br />
:z = depth below ground surface to center of shaft segment (ft.) and<br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
If permanent casing is used, the side resistance shall be ignored for the cased portion. <br />
<br />
The resistance factor <math>\mathbf\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1). <br />
<br />
'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999). <br />
<br />
For N_60≤50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and <br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
For ''N<sub>60</sub>'' ≥ 50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), <br />
<br />
:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot), <br />
<br />
:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf). <br />
<br />
:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf). <br />
<br />
''Note that these expressions are dimensional so values must be entered in the units specified. '' <br />
<br />
The resistance factor <math>\mathbf\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''<br />
|}<br />
<br />
Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:<br />
<br />
If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft. <br />
<br />
The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5<br />
|}<br />
<br />
where:<br />
<br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless), <br />
<br />
:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length). <br />
<br />
Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\mathbf \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states. <br />
<br />
The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as <br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6<br />
|}<br />
<br />
where: <br />
<br />
:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), <br />
<br />
:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\mathbf \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The factored elastic compression of the unsupported length of the shaft shall be determined as<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7<br />
|}<br />
<br />
where:<br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length), <br />
<br />
:<math>\mathbf\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''L'' = overall shaft length (consistent units of length), <br />
<br />
:''L<sub>s</sub>'' = length of the rock socket (consistent units of length), <br />
<br />
:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress), <br />
<br />
:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and<br />
<br />
:<math>\mathbf\phi_{\mathbf\delta e}</math> = settlement resistance factor for elastic compression of the shaft.<br />
<br />
Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure. <br />
<br />
====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''<br />
|-<br />
|Minor or Low Volume Route || align="center"|0.68<br />
|-<br />
|Major Route ||align="center"|0.64<br />
|-<br />
|Major Bridge <$100 million ||align="center"| 0.61<br />
|-<br />
|Major Bridge >$100 million||align="center"| 0.60<br />
|}<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]] <br />
<br />
[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil. <br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''<br />
<br />
Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.6.1 Reinforcement Design===<br />
Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design. <br />
<br />
Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger. <br />
<br />
If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required. <br />
<br />
Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3). <br />
<br />
For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.<br />
<br />
For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4. <br />
<br />
For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d. <br />
<br />
For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].<br />
<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====<br />
<br />
Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.<br />
<br />
Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to: <br />
:* Achieve the required flexural resistance of the drilled shaft <br />
:* Resist large lateral loads for bridges located in seismic areas <br />
:* Facilitate shaft construction through water <br />
:* Support the shaft excavation when there is insufficient head room available for casing recovery<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.38.1.1 Dimensions and Nomenclature===<br />
<br />
Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension. <br />
<br />
[[image:751.38.1.1.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.1 Nomenclature used for spread footings.'''</center> ]]<br />
<br />
====<center>''Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment<br />
|-<br />
|align="center"|D||Column diameter||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|B||Footing width||align="center"|D+24”||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|L||Footing length||align="center"|D+24”<sup>'''1'''</sup>||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|A||Edge distance in width direction||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|A’||Edge distance in length direction||align="center"| 12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|t||Footing thickness||align="center"|30” or D<sup>'''2'''</sup> ||align="center"|72” ||align="center"|Min. 3” increments<br />
|-<br />
|colspan="5"|<sup>'''1'''</sup> Minimum of 1/6 x distance from top of beam to bottom of footing<br />
|-<br />
|colspan="5"|<sup>'''2'''</sup> For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.<br />
|}<br />
<br />
The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.38.1.2 General Design Considerations===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.38.1.2 General Design Considerations|Commentary for EPG 751.38.1.2 General Design Considerations''']]<br />
|}<br />
<br />
Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining. <br />
<br />
Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.<br />
<br />
Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible. The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.<br />
<br />
Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2. The boundary of the prohibited region shall be established by the Geotechnical Section. For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone. Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in [[#751.38.7 Design for Overall Stability|EPG 751.38.7]]. <br />
<br />
[[image:751.38.1.2.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.'''</center>]]<br />
<br />
Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2''B'' beyond the crest of the slope.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.38.1.3 Related Provisions===<br />
<br />
The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in [[:Category:321 Geotechnical Engineering|EPG 321]]. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.38.8.3 Details===<br />
<br />
Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
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Category:901 Lighting<br />
<br />
===Nonstandard Lighting Structures===<br />
If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, [http://sp/sites/ts/Pages/default.aspx Traffic] should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions. Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans. <br />
<br />
Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used. Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor. Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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<!-- [[Category:900 TRAFFIC CONTROL]] --><br />
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==901.7.6 High Mast Lighting==<br />
<br />
High mast lighting is principally used at complex interchanges and lights a large area by a group of luminaires mounted in a fixed orientation at the top of a tall mast, generally 80 ft. or taller. The district must authorize high mast lighting. The request for high mast lighting conceptual approval is to be included with the lighting warrants. Data supporting the selection of pole height, pole location and type of luminaires is to be included with the preliminary lighting plan. Where high mast lighting is used at complex interchanges, adaptation lighting is recommended for each section where vehicles enter and leave the interchange.<br />
<br />
The district is responsible for all bid items associated with high mast lighting and to design the foundation and the structure above the foundation for inclusion in the project plans.<br />
<br />
For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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='''REVISION REQUEST 4176'''=<br />
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=616.19.7 Traffic Pacing/Rolling Roadblock=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:405px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-Mainline.pdf Traffic Pacing/Rolling Roadblock Mainline Pacing Details]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-CMS.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs]<br />
</div><br />
<br />
Traffic pacing/rolling roadblock is a traffic control technique that facilitates work by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advance signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.<br />
<br />
The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being used.<br />
<br />
Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet] shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plan Details] and [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout].<br />
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<!-- [[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.19]] --><br />
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<br><br></div>Hoskirhttps://epg.modot.org/index.php?title=User_talk:Hoskir&diff=58612User talk:Hoskir2026-05-06T15:45:58Z<p>Hoskir: /* REVISION REQUEST 4181 */</p>
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<div>='''REVISION REQUEST 3763 (ON HOLD)'''=<br />
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='''REVISION REQUEST 3818 (ON HOLD)'''=<br />
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='''REVISION REQUEST 3902 (ON HOLD)'''=<br />
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='''REVISION REQUEST 3905 (ON HOLD)'''=<br />
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='''REVISION REQUEST 3906 (ON HOLD)'''=<br />
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='''REVISION REQUEST 3934 (ON HOLD)'''=<br />
<br />
='''REVISION REQUEST 4014 (ON HOLD)'''=<br />
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='''REVISION REQUEST 4036 (ON HOLD)'''=<br />
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='''REVISION REQUEST 4136 (ON HOLD)'''=<br />
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='''REVISION REQUEST 4143'''=<br />
==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
<br />
{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
<br />
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''<br />
<br />
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.<br />
<br />
<br />
='''REVISION REQUEST 4165'''=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:400px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
Several '''foundational documents''' guide MoDOT’s TSMO program:<br />
* [https://www.modot.org/sites/default/files/documents/2024%20MoDOT%20TSMO%20Program%20Plan.pdf TSMO Program and Action Plan] – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.<br />
* [https://www.modot.org/sites/default/files/documents/TSMO%20Informational%20Memoranda%20Complete.pdf TSMO Informational Memoranda] – provides background, technical details, and <br />
* [https://www.modot.org/sites/default/files/documents/BC%20Reference%20memo_0.pdf TSMO Benefit-Cost Reference Memo] – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.<br />
* [https://epg.modot.org/files/6/6b/909_WZM_Guidebook.pdf Work Zone Management Guidebook] – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources <br />
* [https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf Connected and Automated Vehicle Action Plan] – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.<br />
</div><br />
<br />
Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.<br />
<br />
MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:<br />
<br />
* '''Non-recurring delays''' arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.<br />
* '''Recurring delays''' occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.<br />
<br />
By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.<br />
<br />
==909.0 Introduction to TSMO==<br />
<br />
===909.0.1 Overview of TSMO Strategies===<br />
TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:<br />
<br />
909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.<br />
* 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.<br />
* 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.<br />
* 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.<br />
* 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.<br />
* 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.<br />
<br />
909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.<br />
* 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.<br />
* 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.<br />
* 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.<br />
* 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.<br />
* 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.<br />
<br />
===909.0.2 Relationship with Other Programs===<br />
TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:<br />
* '''Safety Programs''': TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|EPG 907.9 Safety Assessment For Every Roadway (SAFER)]]), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities. <br />
* '''Asset Management''': TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.<br />
* '''Planning and Design''': TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.<br />
* '''Maintenance''': Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.<br />
* '''Traveler Information''': TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.<br />
<br />
In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.<br />
<br />
===909.0.3 Roles and Responsibilities for TSMO Implementation===<br />
This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.3. Roles and Responsibilities for TSMO Implementation''<br />
|-<br />
! Role !! Responsibility<br />
|-<br />
| '''Transportation Management Center (TMC) Operator''' || Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.<br />
|-<br />
| '''Emergency Response Operator''' || Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.<br />
|-<br />
| '''Maintenance Technician''' || Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Traffic Operations Engineer''' || Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Transportation Planner''' || Include TSMO and other traditional transportation improvement strategies in all planning efforts.<br />
|-<br />
| '''Design Engineer''' || Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.<br />
|-<br />
| '''Construction Inspector''' || Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure. <br />
|-<br />
| '''Work Zone Specialists''' || Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.<br />
|-<br />
| '''Information Systems Manager''' || Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.<br />
|-<br />
| '''Human Resources Specialist''' || Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.<br />
|-<br />
| '''Emergency Management Agencies''' || Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.<br />
|}<br />
<br />
===909.0.4 TSMO Planning Framework=== <br />
The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.<br />
<br />
Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.1. Programmatic Element''<br />
|-<br />
! Goal !! Objective<br />
|-<br />
| '''Safety''' || Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).<br />
|-<br />
| '''Reliability''' || Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.<br />
|-<br />
| '''Efficiency''' || Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.<br />
|-<br />
| '''Customer Service''' || Provide timely, accurate, and useful traveler information that supports informed decision-making.<br />
|-<br />
| '''Collaboration''' || Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.<br />
|-<br />
| '''Integration''' || Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.<br />
|}<br />
<br />
Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies''<br />
|-<br />
! style="width:400px" | Mission !! style="width:400px" | High-Level Outcome !! Example TSMO Strategy<br />
|-<br />
| '''Improving safety (Moving Missourians safely)''' || Reduction in crashes, fatalities, and serious injuries; safer travel for all users || • 909.1.1 Traffic Incident Management<br>• 909.1.3 Road Weather Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br />
|-<br />
| '''Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management)''' || Cost-effective improvements that maximize existing infrastructure and delay costly expansions || • 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br>• 909.2.3 Freight Operation<br>• 909.2.4 Vulnerable Road Users<br />
|-<br />
| '''Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians)''' || Predictable travel times and improved system performance for people and freight || • 909.1.1 Traffic Incident Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.1.5 Planned Special Event Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.5 Transit Operation<br />
|-<br />
| '''Providing useful and timely traveler information (Providing outstanding customer service)''' || Informed travel decisions by the public, increased user satisfaction || • 909.1.2 Transportation Operations for Emergency Incidents or Disasters<br>• 909.1.3 Road Weather Management<br />
|}<br />
<br />
===909.0.5 Performance Metrics===<br />
Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="4" | '''909.1.1 Traffic Incident Management''' || Enhance the '''safety''' of traveling public and incident responders || • Number of secondary crashes per incident<br>• Severity (fatalities/serious injuries) of secondary crashes<br>• Percent of incidents with secondary crashes recorded<br>• Number of responders struck-by crashes<br>• Severity of responder-involved crashes<br>• Percent of incidents with responder crash data recorded<br />
|-<br />
| Enhance '''reliability''' and '''efficiency''' of Missouri’s transportation system || • Average roadway clearance time<br>• Average incident clearance time<br>• Percent of incidents meeting clearance time targets<br />
|-<br />
| Strengthen '''coordination''', '''communication''', and '''collaboration''' between MoDOT and TIM partners || • Number of formalized agreements signed<br>• Number of multi-agency TIM meetings held annually<br>• Number of TIM trainings held annually<br>• Partner participation rate in meetings/exercises<br />
|-<br />
| Establish '''TIM policies''', '''procedures''', and '''protocols''' within MoDOT || • Number of formal TIM policies/protocols adopted<br>• Percent of TIM coordinator positions filled and active<br />
|-<br />
| rowspan="2" | '''909.1.2 Transportation Operations for Emergency Incidents or Disasters''' || Enhance '''safety''' and responder protection during emergency incidents || • Number of emergency-related crashes<br>• Severity (fatal/serious injury) of emergency-related crashes<br>• Percent of emergency incidents with responder safety data recorded<br />
|-<br />
| Improve '''reliability''' and '''speed''' of emergency response and system restoration || • Time to activate emergency operations<br>• Duration of emergency lane/road closures<br>• Percent of priority routes restored within target timeframes<br>• Emergency communication system uptime<br>• Average time to deploy emergency traffic control<br />
|-<br />
| rowspan="3" | '''909.1.3 Road Weather Management''' || Improve '''safety''' under adverse weather conditions || • Number of weather-related crashes, fatalities, and serious injuries<br>• Crash rate per weather event<br />
|-<br />
| Enhance '''operational readiness''' and '''timely''' roadway treatment || • Time to treat priority routes during storms<br>• Percent of network treated within specific time thresholds<br>• Materials usage efficiency (salt, brine, abrasives)<br />
|-<br />
| Improve '''traveler information''' accuracy during weather events || • Traveler information system accuracy rate during storms<br>• Number of travel information interactions (511 apps, CMS messages)<br />
|-<br />
| rowspan="2" | '''909.1.4 Work Zone Traffic Management''' || Enhance '''safety''' for workers and motorists in work zones || • Number and rate of work zone crashes<br>• Number of work zone fatalities and serious injuries<br>• Number of work zone intrusions (near-miss events)<br />
|-<br />
| Improve '''mobility''' and reduce unexpected work zone delays || • Work-zone related delays<br>• Percent of work zones meeting mobility targets (queue length, speed, travel time)<br>• Average incident clearance time for work zone-related incidents<br />
|-<br />
| rowspan="2" | '''909.1.5 Planned Special Event Management''' || Ensure '''safe''' travel conditions during special events || • Number and rate of special event-related crashes<br>• Vulnerable Road User (VRU) level of comfort/safety index near event venues<br />
|-<br />
| Improve '''mobility''' and minimize event-related congestion || • Travel time reliability during event periods<br>• Vehicle and pedestrian throughput at key access points<br>• Percent of events meeting planned operational performance targets<br />
|}<br />
<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="3" | '''909.2.1 Freeway Operations and Management''' || Support '''safety''' on managed freeway facilities || • Number and rate of crashes on freeway segments<br>• Number of secondary crashes<br />
|-<br />
| Improve '''travel reliability''' on freeway corridors || • Travel time reliability index<br>• Planning time index<br />
|-<br />
| Enhance operational '''efficiency''' on freeway corridors || • Average travel speed and delay<br>• Vehicle and truck throughput<br>• Number of recurring congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.2 Arterial Operations and Management''' || Enhance '''safety''' at signalized intersections and arterials || • Crash frequency and severity at signalized intersections<br>• Pedestrian and bicycle crash rate<br />
|-<br />
| Improve '''efficiency''' of arterial traffic flow || • Arterial travel time and delay<br>• Signal progression quality (arrival on green, bandwidth)<br>• Number of mitigated congestion hotspots<br />
|-<br />
| Enhance '''reliability''' of multimodal arterial operations || • Transit signal delay at signals (if applicable)<br>• Pedestrian crossing delay<br />
|-<br />
| rowspan="2" | '''909.2.3 Freight Operation''' || Improve '''efficiency''' on key freight corridors || • Truck delay at bottlenecks<br>• Freight throughput (corridor or intermodal facility)<br />
|-<br />
| Enhance '''reliability''' of freight travel || • Truck travel time reliability index<br>• Number of freight-related congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.4 Vulnerable Road Users''' || Enhance '''safety''' and '''comfort''' for Vulnerable Road Users (VRUs) || • Number and rate of VRU crashes<br>• VRU level of comfort/safety index<br />
|-<br />
| Improve '''connectivity''' for walking and bicycling || • Miles of connected pedestrian/bicycle facilities<br>• Percent of network meeting connectivity standards<br />
|-<br />
| Support '''sustainable''', multimodal travel options || • Share of trips completed using active modes<br />
|-<br />
| rowspan="3" | '''909.2.5 Transit Operation''' || Enhance '''mobility''' of transit users || • Passenger throughput per route or corridor<br>• Average transit travel time<br />
|-<br />
| Improve transit '''reliability''' and on-time performance || • Percent of on-time arrivals<br>• Transit travel time reliability (travel adherence)<br />
|-<br />
| Improve customer experience and multimodal access || • Customer satisfaction survey results<br>• Pedestrian access quality (stop accessibility index)<br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.1 Non-Congested Route (Non-Recurring Delays)==<br />
<br />
==909.1.1 Traffic Incident Management==<br />
Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.<br />
<br />
While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:<br />
* Debris in the roadway <br />
* Grass fires <br />
* Lane-blocking emergency vehicles <br />
* Vehicle fires <br />
* Heavy congestion<br />
<br />
By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Detect and coordinate response ([[#909.1.1.3 Components|909.1.1.3 Components]]), disseminate traveler information ([[#909.1.1.1 Traffic Incident Management Plans|909.1.1.1 Traffic Incident Management Plans]]).<br />
* Maintenance Technicians → Assist with clearance and roadway restoration ([[#909.1.1.3 Components|909.1.1.3 Components]]).<br />
* Emergency Management Agencies → Critical frontline responders ([[#909.1.1.2 Stakeholders|909.1.1.2 Stakeholders]]).<br />
</div><br />
<br />
===909.1.1.1 Traffic Incident Management Plans===<br />
Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:<br />
* Reduce response and clearance times.<br />
* Develop alternate plans for handling affected traffic.<br />
* Communicate and coordinate between first responders. <br />
* Communicate traffic impacts to motorists.<br />
<br />
Reference [[:Category:948_Incident_Response_Plan_and_Emergency_Response_Management|EPG 948 Incident Response Plan and Emergency Response Management]] for additional information.<br />
<br />
===909.1.1.2 Stakeholders===<br />
Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.<br />
<br />
===909.1.1.3 Components===<br />
The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.<br />
<br />
==909.1.2 Transportation Operations for Emergency Incidents or Disasters==<br />
Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Emergency Management Agencies → Coordinate disaster response ([[#909.1.2.1 Frameworks and Coordination|909.1.2.1 Frameworks and Coordination]]).<br />
* Transportation Planners → Prepare evacuation plans ([[#909.1.2.2 Preparedness and Planning|909.1.2.2 Preparedness and Planning]]).<br />
* Traffic Operations Engineers → Manage ingress and egress traffic flow ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
* TMC Operators → Monitor evacuation routes and push real-time traveler information ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
</div><br />
<br />
===909.1.2.1 Frameworks and Coordination===<br />
MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.<br />
<br />
'''National Incident Management System (NIMS)''':<br />
* Provides a nationwide approach for incident management and coordination.<br />
* Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.<br />
* Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.<br />
<br />
'''Incident Command System (ICS)''':<br />
* Serves as the on-scene management structure for all types of incidents.<br />
* Defines clear roles, responsibilities, and reporting relationships across agencies.<br />
* Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.<br />
* Provides flexibility to scale operations for localized or statewide events.<br />
<br />
For detailed response information, please contact MoDOT’s Safety and Emergency Management.<br />
<br />
===909.1.2.2 Preparedness and Planning===<br />
* Develop and exercise evacuation and emergency operations plans.<br />
* Use simulation and scenario testing to identify gaps and strengthen interagency protocols.<br />
* Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.<br />
<br />
===909.1.2.3 Operational Strategies During Disasters===<br />
* '''Traffic Management''': Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.<br />
* '''Multimodal Evacuations''': Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.<br />
* '''Route Monitoring''': Employ field observations, cameras, and sensors to track evacuation route conditions in real time.<br />
* '''Public Information''': Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.<br />
<br />
==909.1.3 Road Weather Management== <br />
Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Operate dynamic message signs and push alerts ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Maintenance Technicians → Respond to weather conditions, deploy treatment ([[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Traffic Operations Engineers → Oversee VSL and integrate road weather information systems data ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
</div><br />
<br />
===909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs===<br />
Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.<br />
<br />
Procedures for Dynamic Message Signs are outlined in [[910.3_Dynamic_Message_Signs_(DMS)|EPG 910.3 Dynamic Message Signs (DMS)]].<br />
<br />
===909.1.3.2 Road Weather Information Systems===<br />
Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.<br />
<br />
==909.1.4 Work Zone Traffic Management== <br />
Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management. <br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Incorporate TMP and ITS strategies into project design ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* Work Zone Specialists → Review and manage TMPs, oversee traffic control device setup, and ensure compliance with MoDOT standards ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Construction Inspectors → Enforce work zone traffic control measures ([[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Traffic Operations Engineers → Oversee ITS integration and system strategies ([[#909.1.4.3 Smart Work Zones|909.1.4.3 Smart Work Zones]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* TMC Operators → Monitor work zones and disseminate real-time traveler information ([[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
</div><br />
<br />
===909.1.4.1 Traffic Management Plan===<br />
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI). <br />
<br />
As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] provides tools to access the traffic impact of the proposed project design(s).<br />
<br />
For additional detail on the required elements, development process, and documentation standards for TMPs, reference [[616.20_Work_Zone_Safety_and_Mobility_Policy#616.20.9_Work_Zone_Transportation_Management_Plan|EPG 616.20.9 Work Zone Transportation Management Plan]].<br />
<br />
===909.1.4.2 Traffic Incident Management Plan===<br />
When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.<br />
<br />
Reference [[#909.1.1.1 Traffic Incident Management Plans|EPG 909.1.1.1 Traffic Incident Management (TIM) Plans]] for additional information.<br />
<br />
===909.1.4.3 Smart Work Zones===<br />
Once a project design has been determined, the [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#MoDOT_Work_Zone_Impact_Analysis_Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the [[media:909_WZM_Guidebook.pdf|Work Zone Management Guidebook]] provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The [[media:909_WZM_Presentation.pdf|Work Zone Management Guidebook Presentation]] provides additional information about the guidebook. Additional information can also be found in [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] and [[616.20_Work_Zone_Safety_and_Mobility_Policy|EPG 616.20 Work Zone Safety and Mobility Policy]].<br />
<br />
===909.1.4.4 Use of Intelligent Transportation Systems===<br />
Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.<br />
<br />
Procedures for ITS devices are outlined in [[:Category:910_Intelligent_Transportation_Systems|EPG 910 Intelligent Transportation Systems]].<br />
<br />
==909.1.5 Planned Special Event Management==<br />
Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Develop TMPs for special events and coordinate agencies ([[#909.1.5.1 Pre-Event Planning|909.1.5.1 Pre-Event Planning]]; [[#909.1.5.4 Post-Event Evaluation|909.1.5.4 Post-Event Evaluation]]).<br />
* Traffic Operations Engineers → Design strategies for traffic flow and multimodal support ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
* TMC Operators → Manage day-of-event operations and traveler communications ([[#909.1.5.3 Day-of-Event Operations|909.1.5.3 Day-of-Event Operations]]).<br />
* Emergency Management Agencies → Manage access, safety, and enforcement ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
</div> <br />
<br />
===909.1.5.1 Pre-Event Planning===<br />
* Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.<br />
* Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).<br />
* Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.<br />
<br />
===909.1.5.2 Implementation===<br />
* Deploy traffic control devices, signage, and ITS in advance of the event.<br />
* Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.<br />
* Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.<br />
<br />
===909.1.5.3 Day-of-Event Operations===<br />
* Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).<br />
* Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.<br />
* Adjust plans dynamically to address congestion, incidents, or security needs.<br />
<br />
===909.1.5.4 Post-Event Evaluation===<br />
* Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.<br />
* Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.<br />
* Capture performance measures such as clearance times, delay estimates, and traveler feedback.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.2 Congested Route (Recurring Delays)==<br />
<br />
==909.2.1 Freeway Operations and Management==<br />
Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Monitor and adjust dynamic controls, coordinate corridor operations, and manage incident response ([[#909.2.1.1 Ramp Management and Control|909.2.1.1 Ramp Management and Control]]; [[#909.2.1.3 Dynamic Speed Limits|909.2.1.3 Dynamic Speed Limits]]; [[#909.2.1.4 Queue Warning|909.2.1.4 Queue Warning]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]).<br />
* Traffic Operations Engineers → Design freeway operations strategies, oversee policy-sensitive strategies, and evaluate corridor performance ([[#909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)|909.2.1.2 Part-Time Shoulder Use]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.7 Managed Lanes|909.2.1.7 Managed Lanes]]).<br />
* Information Systems Managers → Maintain ITS infrastructure, support automated detection, and ensure system integration for real-time operations ([[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.8 Automated Incident Detection|909.2.1.8 Automated Incident Detection]]).<br />
</div> <br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.1.1 Ramp Management and Control===<br />
Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.<br />
<br />
Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds. <br />
<br />
===909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)===<br />
Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.<br />
<br />
This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
===909.2.1.3 Dynamic Speed Limits===<br />
Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.<br />
<br />
In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.<br />
<br />
===909.2.1.4 Queue Warning===<br />
Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.<br />
<br />
===909.2.1.5 Integrated Corridor Management===<br />
Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.<br />
<br />
===909.2.1.6 Transportation Management Centers===<br />
Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.<br />
<br />
===909.2.1.7 Managed Lanes===<br />
Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.<br />
<br />
At present, Missouri has no active managed lane facilities.<br />
<br />
===909.2.1.8 Automated Incident Detection===<br />
Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel. <br />
<br />
==909.2.2 Arterial Operations and Management==<br />
Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.<br />
<br />
In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.<br />
<br />
The following sections outline key strategies for arterial operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Traffic Operations Engineers → Manage signals, coordination, and adaptive timing ([[#909.2.2.3 Traffic Signal Program Management|909.2.2.3 Traffic Signal Program Management]]; [[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.5 Transit Signal Priority|909.2.2.5 Transit Signal Priority]]).<br />
* Design Engineers → Implement innovative intersections and targeted improvements ([[#909.2.2.1 Targeted Infrastructure Improvements|909.2.2.1 Targeted Infrastructure Improvements]]; [[#909.2.2.2 Innovative Intersection Designs|909.2.2.2 Innovative Intersection Designs]]).<br />
* TMC Operators → Oversee corridor signal adjustments and incident response ([[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.6 Arterial Dynamic Shoulder Use|909.2.2.6 Arterial Dynamic Shoulder Use]]).<br />
</div><br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.2.1 Targeted Infrastructure Improvements===<br />
Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.<br />
<br />
===909.2.2.2 Innovative Intersection Designs===<br />
Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.<br />
<br />
Additional information can be found in [[233.5_Intersection_Alternatives|EPG 233.5 Intersection Alternatives]].<br />
<br />
===909.2.2.3 Traffic Signal Program Management===<br />
A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.<br />
<br />
Procedures for signal operation and maintenance are outlined in [[902.1_General_(MUTCD_Chapter_4A)#902.1.10_Responsibility_for_Operation_and_Maintenance_(MUTCD_Section_4A.10)|902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10)]].<br />
<br />
===909.2.2.4 Traffic Signal Timing and Coordination===<br />
Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.<br />
<br />
<u>Applications:</u><br />
* '''Traffic Signal Retiming''' – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.<br />
* '''Traffic Signal Coordination''' – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.<br />
* '''Adaptive Traffic Signal Control''' – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.<br />
<br />
===909.2.2.5 Transit Signal Priority===<br />
Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.<br />
<br />
===909.2.2.6 Arterial Dynamic Shoulder Use===<br />
Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
==909.2.3 Freight Operation==<br />
Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Coordinate freight corridors, permitting, and parking strategies ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.2 Truck Parking|909.2.3.2 Truck Parking]]; [[#909.2.3.3 Regional Permitting|909.2.3.3 Regional Permitting]]).<br />
* Traffic Operations Engineers → Oversee technology applications and truck restrictions ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.4 Technology Applications for Freight|909.2.3.4 Technology Applications for Freight]]; [[#909.2.3.5 Connected and Automated Freight Vehicles|909.2.3.5 Connected and Automated Freight Vehicles]]).<br />
</div><br />
<br />
Reference MoDOT’s [https://www.modot.org/2022-state-freight-and-rail-plan-documents 2022 State Freight and Rail Plan Documents] for additional information.<br />
<br />
===909.2.3.1 Freight Operations Around Ports and Generators===<br />
Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.<br />
<br />
===909.2.3.2 Truck Parking===<br />
Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.<br />
<br />
===909.2.3.3 Regional Permitting===<br />
Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.<br />
<br />
===909.2.3.4 Technology Applications for Freight===<br />
Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.<br />
<br />
===909.2.3.5 Connected and Automated Freight Vehicles===<br />
The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.<br />
<br />
==909.2.4 Vulnerable Road Users==<br />
Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Implement bike lanes, pedestrian facilities, and safety enhancements ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.2 Pedestrian and Accessibility Facilities|909.2.4.2 Pedestrian and Accessibility Facilities]]; [[#909.2.4.3 Bicycle Lanes and Cycle Tracks|909.2.4.3 Bicycle Lanes and Cycle Tracks]]).<br />
* Transportation Planners → Support multimodal planning and education programs ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.4 VRU Education and Outreach|909.2.4.4 VRU Education]]).<br />
</div><br />
<br />
===909.2.4.1 Safety Enhancements===<br />
Selective deployment of safety enhancements should be informed by [[:Category:907_Traffic_Safety|EPG Category:907 Traffic Safety]] and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.<br />
<br />
===909.2.4.2 Pedestrian and Accessibility Facilities===<br />
Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.<br />
<br />
===909.2.4.3 Bicycle Lanes and Cycle Tracks===<br />
Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.<br />
<br />
===909.2.4.4 VRU Education and Outreach===<br />
Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.<br />
<br />
==909.2.5 Transit Operation==<br />
Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.4 Transit Operation Vehicles|909.2.5.4 Transit Operation Vehicles]]).<br />
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies ([[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.5 Multimodal Transportation Centers|909.2.5.5 Multimodal Transportation Centers]]).<br />
* Traffic Operations Engineers → Support signal priority and corridor treatments ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]).<br />
</div><br />
<br />
===909.2.5.1 Transit Signal Priority=== <br />
Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.<br />
<br />
Additional information on TSP is provided in [[#909.2.2.5 Transit Signal Priority|EPG 909.2.2.5 Transit Signal Priority]].<br />
<br />
===909.2.5.2 Bus Rapid Transit===<br />
Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.<br />
<br />
===909.2.5.3 Transit-Only Lanes===<br />
Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.<br />
<br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div> <br />
<br />
===909.2.5.4 Transit Operation Vehicles===<br />
Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.<br />
<br />
===909.2.5.5 Multimodal Transportation Centers===<br />
Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.<br />
<br />
In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.<br />
<br />
='''REVISION REQUEST 4175'''=<br />
<br />
===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
=='''701 Drilled Shafts'''==<br />
<br />
Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See [[751.37 Drilled Shafts|EPG 751.37 Drilled Shafts]] for design guidance and additional information.<br />
<br />
This type of foundation is identified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation. <br />
<br />
'''Drilled shafts for bridge structures:''' <br />
<br />
Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in [[751.37_Drilled_Shafts#751.37.1.3_Casing|EPG 751.37.1.3 Casing]].<br />
<br />
The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with q<sub>u</sub> ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ q<sub>u</sub> ≤ 100 ksf) with a smaller diameter rock socket drilled into same. The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.<br />
<br />
The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.<br />
<br />
Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] should be reviewed carefully.<br />
<br />
An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?<br />
:1. The contractor is responsible for submitting a remediation plan for the repair.<br />
:2. The plan should include as a minimum the following:<br />
::a) The area of deficient material must be clearly defined using coring or other means.<br />
::b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.<br />
::c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.<br />
::d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.<br />
:3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.<br />
<br />
'''Question: Per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701.4.17.2.1 Installation of Pipes], “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?'''<br />
<br />
The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.<br />
<br />
'''Drilled shafts for non-bridge structures:'''<br />
<br />
Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.<br />
<br />
The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
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<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
* Where drift has been identified as a problem <br />
* Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
* Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
* Where drift is a concern and protection is required<br />
* Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
* Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:<br />
* 10-year flood elevation<br />
* 1 foot above ordinary high water elevation<br />
* Elevation of nearest overbank<br />
* 3 feet above low water elevation<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<br />
When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
Drilled shafts shall be constructed with a permanent casing and rock socketed.<br />
<br />
The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.<br />
<br />
The Design Layout Sheet should include the following information:<br />
* Top of Drilled Shaft Elevation <br />
* Anticipated Tip of Casing Elevation<br />
* Anticipated Top of Sound Rock Elevation<br />
<br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
|- style="width: 100px;"<br />
| style="width: 100px;" | Bent || style="width: 100px;" | Elevation || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Side Resistance) (ksf) || style="width: 175px;" | Side Resistance Factor for<br>Strength Limit State || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Tip Resistance) (ksf) || style="width: 175px;" | Tip Resistance Factors for<br>Strength Limit States<br />
|-<br />
| &nbsp; || || || || || <br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
== 751.4.1 Reinforced Concrete ==<br />
<br />
'''Classes of Reinforced Concrete''' <br />
<br />
Below are classes of concrete for each type or portion of structure:<br />
<br />
{| border="0" cellpadding="2" cellspacing="0" align="auto"<br />
|-<br />
| colspan="2" | '''Box Culverts''' || B-1<br />
|-<br />
| colspan="2" | '''Retaining Walls''' || B or B-1<br />
|-<br />
| colspan="2" | '''Superstructure (General)''' || B-2<br />
|-<br />
| width="20" | || Curbs and Parapets || B-1<br />
|-<br />
| || Type A, B, C, D, G and H Barriers || B-1<br />
|-<br />
| ||Sidewalks || B-2<br />
|-<br />
| || Raised Median || B-2<br />
|-<br />
| || Slabs || B-2<br />
|-<br />
| || Box Girders || B-2<br />
|-<br />
| || Deck Girders || B-2<br />
|-<br />
| || Prestressed Precast Panels || A-1<br />
|-<br />
| || Prestressed I - Girders || A-1<br />
|-<br />
| || Prestressed Double -Tee Girders || A-1<br />
|-<br />
| || Integral End Bents (Above lower construction joint) || B-2<br />
|-<br />
| || Semi-Deep Abutments (Above construction joint under slab) || B-2<br />
|-<br />
| colspan="2" | '''Substructure (General)''' || B <br />
|-<br />
| || Integral End Bents (Below lower construction joint) || B<br />
|-<br />
| || Non-Integral End Bents || B<br />
|-<br />
| || Semi-Deep Abutments (Below construction joint under slab) || B<br />
|-<br />
| || Intermediate Bents || B (*)<br />
|-<br />
| || width="485" | Intermediate Bent Columns, End Bents (Below construction<br>joint at bottom of slab in Cont. Conc. Slab Bridges) || B-1<br />
|-<br />
| || Footings || B<br />
|-<br />
| || Drilled Shafts (except per Standard Plans 903.15) || B-2<br />
|-<br />
| || Drilled Shafts (per Standard Plans 903.15) || B<br />
|-<br />
| || Cast-In-Place Pile || B-1<br />
|-<br />
|colspan="3" | (*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).<br />
|}<br />
<br />
{|border="1" style="text-align:center" cellpadding="5" align="center" <br />
|- <br />
|+'''Unit Stresses of Reinforced Concrete'''<br />
|- <br />
!Class of Concrete||Aggregate Maximumsize (Inches)||Cement Factor (barrels percubic yard)||<math>\,f'c</math> (psi)||<math>\,fc</math> (psi)||<math>\,n</math> (*)||<math>\,E_c</math> (ksi)<br />
|-<br />
|A-1||3/4||1.6 (Min.)||5,000||2,000||6||4074<br />
|-<br />
|B||1||1.4 (Min.)||3,000||1,200||10||3156<br />
|-<br />
|B-1||1||1.6 (Min.)||4,000||1,600||8||3644<br />
|-<br />
|B-2||1||1.875 (Min.)||4,000||1,600||8||3644<br />
|}<br />
<center>(*) Values of n for computations of strength only.</center><br />
<br />
{| border="0" cellpadding="6" cellspacing="0" align="auto"<br />
| align="left" | '''Reinforcing Steel'''<br />
|-<br />
|Reinforcing Steel (Grade 60)||<math>\,F_y</math> = 60 ksi<br />
|}<br />
<br />
<!-- [[Category:751 LRFD Bridge Design Guidelines|751.04]] --><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.2 Materials===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]<br />
|}<br />
<br />
Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’<sub>c</sub> = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength, f’<sub>c</sub> = 4 ksi.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.3 Casing===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]<br />
|}<br />
<br />
'''Drilled shafts for bridge structures:'''<br />
<br />
All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701]. <br />
<br />
Rock sockets shall be uncased.<br />
<br />
Permanent Casing Thickness Design and Plan Reporting:<br />
: Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.<br />
: All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.<br />
: For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.5 Related Provisions===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]<br />
|}<br />
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.6 Drilled Shaft General Detail Considerations===<br />
For Seismic detail requirements for seismic design category, SDC B, C and D, See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]]. <br />
<br />
[[image:751.37.1.6 01.png|700px|center]]<br />
<br />
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.<br />
<br />
''Notes:''<br />
: (1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):<br />
:: Diameter ≤ 2.5 ft: 2 pipes<br />
:: Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes<br />
:: Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes<br />
:: Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes<br />
:: Diameter >8.0 ft: 6 pipes<br />
: Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).<br />
: See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements for bridge structures and non-bridge structures.<br />
: When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.<br />
: See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).<br />
: (2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]. <br />
: (3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.<br />
: (4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])<br />
|-<br />
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]<br />
|}<br />
</center><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.2 General Design Procedure and Limit States==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]<br />
|}<br />
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied. <br />
<br />
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.<br />
<br />
'''Guidance'''<br />
<br />
There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].<br />
<br />
: '''Drilled shafts for bridge structures:'''<br />
: Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).<br />
<br />
: '''Drilled shafts for non-bridge structures:'''<br />
:1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.<br />
:2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.<br />
:3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.<br />
<br />
Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.<br />
<br />
Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).<br />
<br />
Note on Definitions:<br />
:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock. <br />
:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.3 Design for Axial Loading at Strength Limit State==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]<br />
|}<br />
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1<br />
|}<br />
<br />
where: <br />
<br />
:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),<br />
<br />
:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),<br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and <br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).<br />
<br />
Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.<br />
<br />
The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2<br />
|}<br />
<br />
where: <br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless), <br />
<br />
:''<math>\mathbf q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qs-i}</math> and ''<math>\mathbf q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment. <br />
<br />
Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.<br />
<br />
The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless), <br />
<br />
:''<math>\mathbf q_p </math>''= nominal unit tip resistance (consistent units of stress), and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qp}</math> and ''<math>\mathbf q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft. <br />
<br />
Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:<br />
<br />
:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf; <br />
<br />
:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf; <br />
<br />
:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot; <br />
<br />
:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows; <br />
<br />
:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf; <br />
<br />
:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and <br />
<br />
:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.<br />
<br />
Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]<br />
|}<br />
<br />
'''Side Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21<br />
|}<br />
<br />
where:<br />
<br />
:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress), <br />
<br />
:β = an empirical correlation factor (dimensionless) and<br />
<br />
:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress). <br />
<br />
The value for β shall be taken as (O’Neill and Reese, 1999)<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a<br />
|-<br />
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b<br />
|}<br />
<br />
where 0.25 ≤ β ≤ 1.2 and<br />
<br />
:z = depth below ground surface to center of shaft segment (ft.) and<br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
If permanent casing is used, the side resistance shall be ignored for the cased portion. <br />
<br />
The resistance factor <math>\mathbf\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1). <br />
<br />
'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999). <br />
<br />
For N_60≤50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and <br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
For ''N<sub>60</sub>'' ≥ 50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), <br />
<br />
:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot), <br />
<br />
:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf). <br />
<br />
:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf). <br />
<br />
''Note that these expressions are dimensional so values must be entered in the units specified. '' <br />
<br />
The resistance factor <math>\mathbf\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''<br />
|}<br />
<br />
Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:<br />
<br />
If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft. <br />
<br />
The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5<br />
|}<br />
<br />
where:<br />
<br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless), <br />
<br />
:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length). <br />
<br />
Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\mathbf \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states. <br />
<br />
The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as <br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6<br />
|}<br />
<br />
where: <br />
<br />
:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), <br />
<br />
:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\mathbf \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The factored elastic compression of the unsupported length of the shaft shall be determined as<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7<br />
|}<br />
<br />
where:<br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length), <br />
<br />
:<math>\mathbf\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''L'' = overall shaft length (consistent units of length), <br />
<br />
:''L<sub>s</sub>'' = length of the rock socket (consistent units of length), <br />
<br />
:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress), <br />
<br />
:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and<br />
<br />
:<math>\mathbf\phi_{\mathbf\delta e}</math> = settlement resistance factor for elastic compression of the shaft.<br />
<br />
Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure. <br />
<br />
====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''<br />
|-<br />
|Minor or Low Volume Route || align="center"|0.68<br />
|-<br />
|Major Route ||align="center"|0.64<br />
|-<br />
|Major Bridge <$100 million ||align="center"| 0.61<br />
|-<br />
|Major Bridge >$100 million||align="center"| 0.60<br />
|}<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]] <br />
<br />
[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil. <br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''<br />
<br />
Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.<br />
<br />
<br />
<br><br><br />
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===751.37.6.1 Reinforcement Design===<br />
Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design. <br />
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Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger. <br />
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If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required. <br />
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Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3). <br />
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For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.<br />
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For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4. <br />
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For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d. <br />
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For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].<br />
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====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====<br />
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Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.<br />
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Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to: <br />
:* Achieve the required flexural resistance of the drilled shaft <br />
:* Resist large lateral loads for bridges located in seismic areas <br />
:* Facilitate shaft construction through water <br />
:* Support the shaft excavation when there is insufficient head room available for casing recovery<br />
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===751.38.1.1 Dimensions and Nomenclature===<br />
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Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension. <br />
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[[image:751.38.1.1.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.1 Nomenclature used for spread footings.'''</center> ]]<br />
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====<center>''Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment<br />
|-<br />
|align="center"|D||Column diameter||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|B||Footing width||align="center"|D+24”||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|L||Footing length||align="center"|D+24”<sup>'''1'''</sup>||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|A||Edge distance in width direction||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|A’||Edge distance in length direction||align="center"| 12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|t||Footing thickness||align="center"|30” or D<sup>'''2'''</sup> ||align="center"|72” ||align="center"|Min. 3” increments<br />
|-<br />
|colspan="5"|<sup>'''1'''</sup> Minimum of 1/6 x distance from top of beam to bottom of footing<br />
|-<br />
|colspan="5"|<sup>'''2'''</sup> For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.<br />
|}<br />
<br />
The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.<br />
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===751.38.1.2 General Design Considerations===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
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|align="center"|'''[[#Commentary on EPG 751.38.1.2 General Design Considerations|Commentary for EPG 751.38.1.2 General Design Considerations''']]<br />
|}<br />
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Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining. <br />
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Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.<br />
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Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible. The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.<br />
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Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2. The boundary of the prohibited region shall be established by the Geotechnical Section. For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone. Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in [[#751.38.7 Design for Overall Stability|EPG 751.38.7]]. <br />
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[[image:751.38.1.2.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.'''</center>]]<br />
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Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2''B'' beyond the crest of the slope.<br />
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===751.38.1.3 Related Provisions===<br />
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The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in [[:Category:321 Geotechnical Engineering|EPG 321]]. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
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===751.38.8.3 Details===<br />
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Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.<br />
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===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
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'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].<br />
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'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
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'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
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:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
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'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
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'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
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'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
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'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
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'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
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'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
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Category:901 Lighting<br />
<br />
===Nonstandard Lighting Structures===<br />
If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, [http://sp/sites/ts/Pages/default.aspx Traffic] should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions. Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans. <br />
<br />
Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used. Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor. Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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<!-- [[Category:900 TRAFFIC CONTROL]] --><br />
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==901.7.6 High Mast Lighting==<br />
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High mast lighting is principally used at complex interchanges and lights a large area by a group of luminaires mounted in a fixed orientation at the top of a tall mast, generally 80 ft. or taller. The district must authorize high mast lighting. The request for high mast lighting conceptual approval is to be included with the lighting warrants. Data supporting the selection of pole height, pole location and type of luminaires is to be included with the preliminary lighting plan. Where high mast lighting is used at complex interchanges, adaptation lighting is recommended for each section where vehicles enter and leave the interchange.<br />
<br />
The district is responsible for all bid items associated with high mast lighting and to design the foundation and the structure above the foundation for inclusion in the project plans.<br />
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For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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='''REVISION REQUEST 4176'''=<br />
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=616.19.7 Traffic Pacing/Rolling Roadblock=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:405px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-Mainline.pdf Traffic Pacing/Rolling Roadblock Mainline Pacing Details]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-CMS.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs]<br />
</div><br />
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Traffic pacing/rolling roadblock is a traffic control technique that facilitates work by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advance signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.<br />
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The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being used.<br />
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Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet] shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plan Details] and [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout].<br />
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<!-- [[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.19]] --><br />
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='''REVISION REQUEST 4184'''=<br />
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Also change links in 903.16 and 903<br />
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=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
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'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
<br />
Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
<br />
Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
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There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
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See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
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===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
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{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
</div><br />
</div><br />
<br />
'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
<br />
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
<br />
'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
<br />
====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
<br />
U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
<br />
U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
<br />
'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
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====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
<br />
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
<br />
'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
<br />
{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
<br />
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
<br />
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
<br />
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
<br />
The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
<br />
The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
<br />
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
<br />
{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
<br />
'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
<br />
====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
<br />
'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
<br />
====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
<br />
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
<br />
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
<br />
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
<br />
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
<br />
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
<br />
'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
<br />
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
<br />
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
<br />
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
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===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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<br />
===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.7 Flat Sheet Column Mounting Assembly===<br />
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. <br />
<br />
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment. <br />
<br />
'''Standard.''' When used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs. <br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.8 Breakaway Assemblies===<br />
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.<br />
<br />
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
<br />
'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.9 Sign Orientation===<br />
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
<br />
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
<br />
'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
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===903.16.4.10 Sign Mountings===<br />
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
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<br><br></div>Hoskirhttps://epg.modot.org/index.php?title=User_talk:Hoskir&diff=58611User talk:Hoskir2026-05-06T15:45:41Z<p>Hoskir: /* REVISION REQUEST 4179 */</p>
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==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
<br />
{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
<br />
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''<br />
<br />
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.<br />
<br />
<br />
='''REVISION REQUEST 4165'''=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:400px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
Several '''foundational documents''' guide MoDOT’s TSMO program:<br />
* [https://www.modot.org/sites/default/files/documents/2024%20MoDOT%20TSMO%20Program%20Plan.pdf TSMO Program and Action Plan] – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.<br />
* [https://www.modot.org/sites/default/files/documents/TSMO%20Informational%20Memoranda%20Complete.pdf TSMO Informational Memoranda] – provides background, technical details, and <br />
* [https://www.modot.org/sites/default/files/documents/BC%20Reference%20memo_0.pdf TSMO Benefit-Cost Reference Memo] – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.<br />
* [https://epg.modot.org/files/6/6b/909_WZM_Guidebook.pdf Work Zone Management Guidebook] – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources <br />
* [https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf Connected and Automated Vehicle Action Plan] – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.<br />
</div><br />
<br />
Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.<br />
<br />
MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:<br />
<br />
* '''Non-recurring delays''' arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.<br />
* '''Recurring delays''' occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.<br />
<br />
By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.<br />
<br />
==909.0 Introduction to TSMO==<br />
<br />
===909.0.1 Overview of TSMO Strategies===<br />
TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:<br />
<br />
909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.<br />
* 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.<br />
* 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.<br />
* 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.<br />
* 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.<br />
* 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.<br />
<br />
909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.<br />
* 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.<br />
* 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.<br />
* 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.<br />
* 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.<br />
* 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.<br />
<br />
===909.0.2 Relationship with Other Programs===<br />
TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:<br />
* '''Safety Programs''': TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|EPG 907.9 Safety Assessment For Every Roadway (SAFER)]]), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities. <br />
* '''Asset Management''': TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.<br />
* '''Planning and Design''': TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.<br />
* '''Maintenance''': Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.<br />
* '''Traveler Information''': TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.<br />
<br />
In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.<br />
<br />
===909.0.3 Roles and Responsibilities for TSMO Implementation===<br />
This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.3. Roles and Responsibilities for TSMO Implementation''<br />
|-<br />
! Role !! Responsibility<br />
|-<br />
| '''Transportation Management Center (TMC) Operator''' || Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.<br />
|-<br />
| '''Emergency Response Operator''' || Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.<br />
|-<br />
| '''Maintenance Technician''' || Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Traffic Operations Engineer''' || Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Transportation Planner''' || Include TSMO and other traditional transportation improvement strategies in all planning efforts.<br />
|-<br />
| '''Design Engineer''' || Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.<br />
|-<br />
| '''Construction Inspector''' || Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure. <br />
|-<br />
| '''Work Zone Specialists''' || Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.<br />
|-<br />
| '''Information Systems Manager''' || Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.<br />
|-<br />
| '''Human Resources Specialist''' || Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.<br />
|-<br />
| '''Emergency Management Agencies''' || Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.<br />
|}<br />
<br />
===909.0.4 TSMO Planning Framework=== <br />
The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.<br />
<br />
Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.1. Programmatic Element''<br />
|-<br />
! Goal !! Objective<br />
|-<br />
| '''Safety''' || Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).<br />
|-<br />
| '''Reliability''' || Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.<br />
|-<br />
| '''Efficiency''' || Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.<br />
|-<br />
| '''Customer Service''' || Provide timely, accurate, and useful traveler information that supports informed decision-making.<br />
|-<br />
| '''Collaboration''' || Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.<br />
|-<br />
| '''Integration''' || Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.<br />
|}<br />
<br />
Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies''<br />
|-<br />
! style="width:400px" | Mission !! style="width:400px" | High-Level Outcome !! Example TSMO Strategy<br />
|-<br />
| '''Improving safety (Moving Missourians safely)''' || Reduction in crashes, fatalities, and serious injuries; safer travel for all users || • 909.1.1 Traffic Incident Management<br>• 909.1.3 Road Weather Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br />
|-<br />
| '''Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management)''' || Cost-effective improvements that maximize existing infrastructure and delay costly expansions || • 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br>• 909.2.3 Freight Operation<br>• 909.2.4 Vulnerable Road Users<br />
|-<br />
| '''Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians)''' || Predictable travel times and improved system performance for people and freight || • 909.1.1 Traffic Incident Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.1.5 Planned Special Event Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.5 Transit Operation<br />
|-<br />
| '''Providing useful and timely traveler information (Providing outstanding customer service)''' || Informed travel decisions by the public, increased user satisfaction || • 909.1.2 Transportation Operations for Emergency Incidents or Disasters<br>• 909.1.3 Road Weather Management<br />
|}<br />
<br />
===909.0.5 Performance Metrics===<br />
Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="4" | '''909.1.1 Traffic Incident Management''' || Enhance the '''safety''' of traveling public and incident responders || • Number of secondary crashes per incident<br>• Severity (fatalities/serious injuries) of secondary crashes<br>• Percent of incidents with secondary crashes recorded<br>• Number of responders struck-by crashes<br>• Severity of responder-involved crashes<br>• Percent of incidents with responder crash data recorded<br />
|-<br />
| Enhance '''reliability''' and '''efficiency''' of Missouri’s transportation system || • Average roadway clearance time<br>• Average incident clearance time<br>• Percent of incidents meeting clearance time targets<br />
|-<br />
| Strengthen '''coordination''', '''communication''', and '''collaboration''' between MoDOT and TIM partners || • Number of formalized agreements signed<br>• Number of multi-agency TIM meetings held annually<br>• Number of TIM trainings held annually<br>• Partner participation rate in meetings/exercises<br />
|-<br />
| Establish '''TIM policies''', '''procedures''', and '''protocols''' within MoDOT || • Number of formal TIM policies/protocols adopted<br>• Percent of TIM coordinator positions filled and active<br />
|-<br />
| rowspan="2" | '''909.1.2 Transportation Operations for Emergency Incidents or Disasters''' || Enhance '''safety''' and responder protection during emergency incidents || • Number of emergency-related crashes<br>• Severity (fatal/serious injury) of emergency-related crashes<br>• Percent of emergency incidents with responder safety data recorded<br />
|-<br />
| Improve '''reliability''' and '''speed''' of emergency response and system restoration || • Time to activate emergency operations<br>• Duration of emergency lane/road closures<br>• Percent of priority routes restored within target timeframes<br>• Emergency communication system uptime<br>• Average time to deploy emergency traffic control<br />
|-<br />
| rowspan="3" | '''909.1.3 Road Weather Management''' || Improve '''safety''' under adverse weather conditions || • Number of weather-related crashes, fatalities, and serious injuries<br>• Crash rate per weather event<br />
|-<br />
| Enhance '''operational readiness''' and '''timely''' roadway treatment || • Time to treat priority routes during storms<br>• Percent of network treated within specific time thresholds<br>• Materials usage efficiency (salt, brine, abrasives)<br />
|-<br />
| Improve '''traveler information''' accuracy during weather events || • Traveler information system accuracy rate during storms<br>• Number of travel information interactions (511 apps, CMS messages)<br />
|-<br />
| rowspan="2" | '''909.1.4 Work Zone Traffic Management''' || Enhance '''safety''' for workers and motorists in work zones || • Number and rate of work zone crashes<br>• Number of work zone fatalities and serious injuries<br>• Number of work zone intrusions (near-miss events)<br />
|-<br />
| Improve '''mobility''' and reduce unexpected work zone delays || • Work-zone related delays<br>• Percent of work zones meeting mobility targets (queue length, speed, travel time)<br>• Average incident clearance time for work zone-related incidents<br />
|-<br />
| rowspan="2" | '''909.1.5 Planned Special Event Management''' || Ensure '''safe''' travel conditions during special events || • Number and rate of special event-related crashes<br>• Vulnerable Road User (VRU) level of comfort/safety index near event venues<br />
|-<br />
| Improve '''mobility''' and minimize event-related congestion || • Travel time reliability during event periods<br>• Vehicle and pedestrian throughput at key access points<br>• Percent of events meeting planned operational performance targets<br />
|}<br />
<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="3" | '''909.2.1 Freeway Operations and Management''' || Support '''safety''' on managed freeway facilities || • Number and rate of crashes on freeway segments<br>• Number of secondary crashes<br />
|-<br />
| Improve '''travel reliability''' on freeway corridors || • Travel time reliability index<br>• Planning time index<br />
|-<br />
| Enhance operational '''efficiency''' on freeway corridors || • Average travel speed and delay<br>• Vehicle and truck throughput<br>• Number of recurring congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.2 Arterial Operations and Management''' || Enhance '''safety''' at signalized intersections and arterials || • Crash frequency and severity at signalized intersections<br>• Pedestrian and bicycle crash rate<br />
|-<br />
| Improve '''efficiency''' of arterial traffic flow || • Arterial travel time and delay<br>• Signal progression quality (arrival on green, bandwidth)<br>• Number of mitigated congestion hotspots<br />
|-<br />
| Enhance '''reliability''' of multimodal arterial operations || • Transit signal delay at signals (if applicable)<br>• Pedestrian crossing delay<br />
|-<br />
| rowspan="2" | '''909.2.3 Freight Operation''' || Improve '''efficiency''' on key freight corridors || • Truck delay at bottlenecks<br>• Freight throughput (corridor or intermodal facility)<br />
|-<br />
| Enhance '''reliability''' of freight travel || • Truck travel time reliability index<br>• Number of freight-related congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.4 Vulnerable Road Users''' || Enhance '''safety''' and '''comfort''' for Vulnerable Road Users (VRUs) || • Number and rate of VRU crashes<br>• VRU level of comfort/safety index<br />
|-<br />
| Improve '''connectivity''' for walking and bicycling || • Miles of connected pedestrian/bicycle facilities<br>• Percent of network meeting connectivity standards<br />
|-<br />
| Support '''sustainable''', multimodal travel options || • Share of trips completed using active modes<br />
|-<br />
| rowspan="3" | '''909.2.5 Transit Operation''' || Enhance '''mobility''' of transit users || • Passenger throughput per route or corridor<br>• Average transit travel time<br />
|-<br />
| Improve transit '''reliability''' and on-time performance || • Percent of on-time arrivals<br>• Transit travel time reliability (travel adherence)<br />
|-<br />
| Improve customer experience and multimodal access || • Customer satisfaction survey results<br>• Pedestrian access quality (stop accessibility index)<br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.1 Non-Congested Route (Non-Recurring Delays)==<br />
<br />
==909.1.1 Traffic Incident Management==<br />
Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.<br />
<br />
While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:<br />
* Debris in the roadway <br />
* Grass fires <br />
* Lane-blocking emergency vehicles <br />
* Vehicle fires <br />
* Heavy congestion<br />
<br />
By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Detect and coordinate response ([[#909.1.1.3 Components|909.1.1.3 Components]]), disseminate traveler information ([[#909.1.1.1 Traffic Incident Management Plans|909.1.1.1 Traffic Incident Management Plans]]).<br />
* Maintenance Technicians → Assist with clearance and roadway restoration ([[#909.1.1.3 Components|909.1.1.3 Components]]).<br />
* Emergency Management Agencies → Critical frontline responders ([[#909.1.1.2 Stakeholders|909.1.1.2 Stakeholders]]).<br />
</div><br />
<br />
===909.1.1.1 Traffic Incident Management Plans===<br />
Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:<br />
* Reduce response and clearance times.<br />
* Develop alternate plans for handling affected traffic.<br />
* Communicate and coordinate between first responders. <br />
* Communicate traffic impacts to motorists.<br />
<br />
Reference [[:Category:948_Incident_Response_Plan_and_Emergency_Response_Management|EPG 948 Incident Response Plan and Emergency Response Management]] for additional information.<br />
<br />
===909.1.1.2 Stakeholders===<br />
Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.<br />
<br />
===909.1.1.3 Components===<br />
The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.<br />
<br />
==909.1.2 Transportation Operations for Emergency Incidents or Disasters==<br />
Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Emergency Management Agencies → Coordinate disaster response ([[#909.1.2.1 Frameworks and Coordination|909.1.2.1 Frameworks and Coordination]]).<br />
* Transportation Planners → Prepare evacuation plans ([[#909.1.2.2 Preparedness and Planning|909.1.2.2 Preparedness and Planning]]).<br />
* Traffic Operations Engineers → Manage ingress and egress traffic flow ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
* TMC Operators → Monitor evacuation routes and push real-time traveler information ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
</div><br />
<br />
===909.1.2.1 Frameworks and Coordination===<br />
MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.<br />
<br />
'''National Incident Management System (NIMS)''':<br />
* Provides a nationwide approach for incident management and coordination.<br />
* Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.<br />
* Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.<br />
<br />
'''Incident Command System (ICS)''':<br />
* Serves as the on-scene management structure for all types of incidents.<br />
* Defines clear roles, responsibilities, and reporting relationships across agencies.<br />
* Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.<br />
* Provides flexibility to scale operations for localized or statewide events.<br />
<br />
For detailed response information, please contact MoDOT’s Safety and Emergency Management.<br />
<br />
===909.1.2.2 Preparedness and Planning===<br />
* Develop and exercise evacuation and emergency operations plans.<br />
* Use simulation and scenario testing to identify gaps and strengthen interagency protocols.<br />
* Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.<br />
<br />
===909.1.2.3 Operational Strategies During Disasters===<br />
* '''Traffic Management''': Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.<br />
* '''Multimodal Evacuations''': Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.<br />
* '''Route Monitoring''': Employ field observations, cameras, and sensors to track evacuation route conditions in real time.<br />
* '''Public Information''': Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.<br />
<br />
==909.1.3 Road Weather Management== <br />
Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Operate dynamic message signs and push alerts ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Maintenance Technicians → Respond to weather conditions, deploy treatment ([[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Traffic Operations Engineers → Oversee VSL and integrate road weather information systems data ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
</div><br />
<br />
===909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs===<br />
Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.<br />
<br />
Procedures for Dynamic Message Signs are outlined in [[910.3_Dynamic_Message_Signs_(DMS)|EPG 910.3 Dynamic Message Signs (DMS)]].<br />
<br />
===909.1.3.2 Road Weather Information Systems===<br />
Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.<br />
<br />
==909.1.4 Work Zone Traffic Management== <br />
Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management. <br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Incorporate TMP and ITS strategies into project design ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* Work Zone Specialists → Review and manage TMPs, oversee traffic control device setup, and ensure compliance with MoDOT standards ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Construction Inspectors → Enforce work zone traffic control measures ([[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Traffic Operations Engineers → Oversee ITS integration and system strategies ([[#909.1.4.3 Smart Work Zones|909.1.4.3 Smart Work Zones]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* TMC Operators → Monitor work zones and disseminate real-time traveler information ([[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
</div><br />
<br />
===909.1.4.1 Traffic Management Plan===<br />
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI). <br />
<br />
As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] provides tools to access the traffic impact of the proposed project design(s).<br />
<br />
For additional detail on the required elements, development process, and documentation standards for TMPs, reference [[616.20_Work_Zone_Safety_and_Mobility_Policy#616.20.9_Work_Zone_Transportation_Management_Plan|EPG 616.20.9 Work Zone Transportation Management Plan]].<br />
<br />
===909.1.4.2 Traffic Incident Management Plan===<br />
When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.<br />
<br />
Reference [[#909.1.1.1 Traffic Incident Management Plans|EPG 909.1.1.1 Traffic Incident Management (TIM) Plans]] for additional information.<br />
<br />
===909.1.4.3 Smart Work Zones===<br />
Once a project design has been determined, the [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#MoDOT_Work_Zone_Impact_Analysis_Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the [[media:909_WZM_Guidebook.pdf|Work Zone Management Guidebook]] provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The [[media:909_WZM_Presentation.pdf|Work Zone Management Guidebook Presentation]] provides additional information about the guidebook. Additional information can also be found in [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] and [[616.20_Work_Zone_Safety_and_Mobility_Policy|EPG 616.20 Work Zone Safety and Mobility Policy]].<br />
<br />
===909.1.4.4 Use of Intelligent Transportation Systems===<br />
Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.<br />
<br />
Procedures for ITS devices are outlined in [[:Category:910_Intelligent_Transportation_Systems|EPG 910 Intelligent Transportation Systems]].<br />
<br />
==909.1.5 Planned Special Event Management==<br />
Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Develop TMPs for special events and coordinate agencies ([[#909.1.5.1 Pre-Event Planning|909.1.5.1 Pre-Event Planning]]; [[#909.1.5.4 Post-Event Evaluation|909.1.5.4 Post-Event Evaluation]]).<br />
* Traffic Operations Engineers → Design strategies for traffic flow and multimodal support ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
* TMC Operators → Manage day-of-event operations and traveler communications ([[#909.1.5.3 Day-of-Event Operations|909.1.5.3 Day-of-Event Operations]]).<br />
* Emergency Management Agencies → Manage access, safety, and enforcement ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
</div> <br />
<br />
===909.1.5.1 Pre-Event Planning===<br />
* Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.<br />
* Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).<br />
* Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.<br />
<br />
===909.1.5.2 Implementation===<br />
* Deploy traffic control devices, signage, and ITS in advance of the event.<br />
* Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.<br />
* Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.<br />
<br />
===909.1.5.3 Day-of-Event Operations===<br />
* Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).<br />
* Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.<br />
* Adjust plans dynamically to address congestion, incidents, or security needs.<br />
<br />
===909.1.5.4 Post-Event Evaluation===<br />
* Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.<br />
* Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.<br />
* Capture performance measures such as clearance times, delay estimates, and traveler feedback.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.2 Congested Route (Recurring Delays)==<br />
<br />
==909.2.1 Freeway Operations and Management==<br />
Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Monitor and adjust dynamic controls, coordinate corridor operations, and manage incident response ([[#909.2.1.1 Ramp Management and Control|909.2.1.1 Ramp Management and Control]]; [[#909.2.1.3 Dynamic Speed Limits|909.2.1.3 Dynamic Speed Limits]]; [[#909.2.1.4 Queue Warning|909.2.1.4 Queue Warning]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]).<br />
* Traffic Operations Engineers → Design freeway operations strategies, oversee policy-sensitive strategies, and evaluate corridor performance ([[#909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)|909.2.1.2 Part-Time Shoulder Use]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.7 Managed Lanes|909.2.1.7 Managed Lanes]]).<br />
* Information Systems Managers → Maintain ITS infrastructure, support automated detection, and ensure system integration for real-time operations ([[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.8 Automated Incident Detection|909.2.1.8 Automated Incident Detection]]).<br />
</div> <br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.1.1 Ramp Management and Control===<br />
Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.<br />
<br />
Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds. <br />
<br />
===909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)===<br />
Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.<br />
<br />
This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
===909.2.1.3 Dynamic Speed Limits===<br />
Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.<br />
<br />
In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.<br />
<br />
===909.2.1.4 Queue Warning===<br />
Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.<br />
<br />
===909.2.1.5 Integrated Corridor Management===<br />
Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.<br />
<br />
===909.2.1.6 Transportation Management Centers===<br />
Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.<br />
<br />
===909.2.1.7 Managed Lanes===<br />
Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.<br />
<br />
At present, Missouri has no active managed lane facilities.<br />
<br />
===909.2.1.8 Automated Incident Detection===<br />
Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel. <br />
<br />
==909.2.2 Arterial Operations and Management==<br />
Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.<br />
<br />
In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.<br />
<br />
The following sections outline key strategies for arterial operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Traffic Operations Engineers → Manage signals, coordination, and adaptive timing ([[#909.2.2.3 Traffic Signal Program Management|909.2.2.3 Traffic Signal Program Management]]; [[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.5 Transit Signal Priority|909.2.2.5 Transit Signal Priority]]).<br />
* Design Engineers → Implement innovative intersections and targeted improvements ([[#909.2.2.1 Targeted Infrastructure Improvements|909.2.2.1 Targeted Infrastructure Improvements]]; [[#909.2.2.2 Innovative Intersection Designs|909.2.2.2 Innovative Intersection Designs]]).<br />
* TMC Operators → Oversee corridor signal adjustments and incident response ([[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.6 Arterial Dynamic Shoulder Use|909.2.2.6 Arterial Dynamic Shoulder Use]]).<br />
</div><br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.2.1 Targeted Infrastructure Improvements===<br />
Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.<br />
<br />
===909.2.2.2 Innovative Intersection Designs===<br />
Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.<br />
<br />
Additional information can be found in [[233.5_Intersection_Alternatives|EPG 233.5 Intersection Alternatives]].<br />
<br />
===909.2.2.3 Traffic Signal Program Management===<br />
A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.<br />
<br />
Procedures for signal operation and maintenance are outlined in [[902.1_General_(MUTCD_Chapter_4A)#902.1.10_Responsibility_for_Operation_and_Maintenance_(MUTCD_Section_4A.10)|902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10)]].<br />
<br />
===909.2.2.4 Traffic Signal Timing and Coordination===<br />
Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.<br />
<br />
<u>Applications:</u><br />
* '''Traffic Signal Retiming''' – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.<br />
* '''Traffic Signal Coordination''' – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.<br />
* '''Adaptive Traffic Signal Control''' – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.<br />
<br />
===909.2.2.5 Transit Signal Priority===<br />
Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.<br />
<br />
===909.2.2.6 Arterial Dynamic Shoulder Use===<br />
Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
==909.2.3 Freight Operation==<br />
Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Coordinate freight corridors, permitting, and parking strategies ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.2 Truck Parking|909.2.3.2 Truck Parking]]; [[#909.2.3.3 Regional Permitting|909.2.3.3 Regional Permitting]]).<br />
* Traffic Operations Engineers → Oversee technology applications and truck restrictions ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.4 Technology Applications for Freight|909.2.3.4 Technology Applications for Freight]]; [[#909.2.3.5 Connected and Automated Freight Vehicles|909.2.3.5 Connected and Automated Freight Vehicles]]).<br />
</div><br />
<br />
Reference MoDOT’s [https://www.modot.org/2022-state-freight-and-rail-plan-documents 2022 State Freight and Rail Plan Documents] for additional information.<br />
<br />
===909.2.3.1 Freight Operations Around Ports and Generators===<br />
Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.<br />
<br />
===909.2.3.2 Truck Parking===<br />
Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.<br />
<br />
===909.2.3.3 Regional Permitting===<br />
Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.<br />
<br />
===909.2.3.4 Technology Applications for Freight===<br />
Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.<br />
<br />
===909.2.3.5 Connected and Automated Freight Vehicles===<br />
The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.<br />
<br />
==909.2.4 Vulnerable Road Users==<br />
Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Implement bike lanes, pedestrian facilities, and safety enhancements ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.2 Pedestrian and Accessibility Facilities|909.2.4.2 Pedestrian and Accessibility Facilities]]; [[#909.2.4.3 Bicycle Lanes and Cycle Tracks|909.2.4.3 Bicycle Lanes and Cycle Tracks]]).<br />
* Transportation Planners → Support multimodal planning and education programs ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.4 VRU Education and Outreach|909.2.4.4 VRU Education]]).<br />
</div><br />
<br />
===909.2.4.1 Safety Enhancements===<br />
Selective deployment of safety enhancements should be informed by [[:Category:907_Traffic_Safety|EPG Category:907 Traffic Safety]] and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.<br />
<br />
===909.2.4.2 Pedestrian and Accessibility Facilities===<br />
Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.<br />
<br />
===909.2.4.3 Bicycle Lanes and Cycle Tracks===<br />
Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.<br />
<br />
===909.2.4.4 VRU Education and Outreach===<br />
Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.<br />
<br />
==909.2.5 Transit Operation==<br />
Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.4 Transit Operation Vehicles|909.2.5.4 Transit Operation Vehicles]]).<br />
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies ([[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.5 Multimodal Transportation Centers|909.2.5.5 Multimodal Transportation Centers]]).<br />
* Traffic Operations Engineers → Support signal priority and corridor treatments ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]).<br />
</div><br />
<br />
===909.2.5.1 Transit Signal Priority=== <br />
Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.<br />
<br />
Additional information on TSP is provided in [[#909.2.2.5 Transit Signal Priority|EPG 909.2.2.5 Transit Signal Priority]].<br />
<br />
===909.2.5.2 Bus Rapid Transit===<br />
Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.<br />
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===909.2.5.3 Transit-Only Lanes===<br />
Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.<br />
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'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div> <br />
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===909.2.5.4 Transit Operation Vehicles===<br />
Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.<br />
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===909.2.5.5 Multimodal Transportation Centers===<br />
Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.<br />
<br />
In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.<br />
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='''REVISION REQUEST 4175'''=<br />
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===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.<br />
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=='''701 Drilled Shafts'''==<br />
<br />
Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See [[751.37 Drilled Shafts|EPG 751.37 Drilled Shafts]] for design guidance and additional information.<br />
<br />
This type of foundation is identified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation. <br />
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'''Drilled shafts for bridge structures:''' <br />
<br />
Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in [[751.37_Drilled_Shafts#751.37.1.3_Casing|EPG 751.37.1.3 Casing]].<br />
<br />
The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with q<sub>u</sub> ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ q<sub>u</sub> ≤ 100 ksf) with a smaller diameter rock socket drilled into same. The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.<br />
<br />
The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.<br />
<br />
Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] should be reviewed carefully.<br />
<br />
An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?<br />
:1. The contractor is responsible for submitting a remediation plan for the repair.<br />
:2. The plan should include as a minimum the following:<br />
::a) The area of deficient material must be clearly defined using coring or other means.<br />
::b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.<br />
::c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.<br />
::d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.<br />
:3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.<br />
<br />
'''Question: Per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701.4.17.2.1 Installation of Pipes], “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?'''<br />
<br />
The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.<br />
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'''Drilled shafts for non-bridge structures:'''<br />
<br />
Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.<br />
<br />
The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.<br />
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===751.1.2.20 Substructure Type===<br />
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Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
* Where drift has been identified as a problem <br />
* Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
* Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
* Where drift is a concern and protection is required<br />
* Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
* Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:<br />
* 10-year flood elevation<br />
* 1 foot above ordinary high water elevation<br />
* Elevation of nearest overbank<br />
* 3 feet above low water elevation<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
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For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
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Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
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'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
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'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<br />
When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
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<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
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For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
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'''Temporary Bridge Piles'''<br />
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Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.1.2.24 Drilled Shafts===<br />
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Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
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Drilled shafts shall be constructed with a permanent casing and rock socketed.<br />
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The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.<br />
<br />
The Design Layout Sheet should include the following information:<br />
* Top of Drilled Shaft Elevation <br />
* Anticipated Tip of Casing Elevation<br />
* Anticipated Top of Sound Rock Elevation<br />
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{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
|- style="width: 100px;"<br />
| style="width: 100px;" | Bent || style="width: 100px;" | Elevation || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Side Resistance) (ksf) || style="width: 175px;" | Side Resistance Factor for<br>Strength Limit State || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Tip Resistance) (ksf) || style="width: 175px;" | Tip Resistance Factors for<br>Strength Limit States<br />
|-<br />
| &nbsp; || || || || || <br />
|}<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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== 751.4.1 Reinforced Concrete ==<br />
<br />
'''Classes of Reinforced Concrete''' <br />
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Below are classes of concrete for each type or portion of structure:<br />
<br />
{| border="0" cellpadding="2" cellspacing="0" align="auto"<br />
|-<br />
| colspan="2" | '''Box Culverts''' || B-1<br />
|-<br />
| colspan="2" | '''Retaining Walls''' || B or B-1<br />
|-<br />
| colspan="2" | '''Superstructure (General)''' || B-2<br />
|-<br />
| width="20" | || Curbs and Parapets || B-1<br />
|-<br />
| || Type A, B, C, D, G and H Barriers || B-1<br />
|-<br />
| ||Sidewalks || B-2<br />
|-<br />
| || Raised Median || B-2<br />
|-<br />
| || Slabs || B-2<br />
|-<br />
| || Box Girders || B-2<br />
|-<br />
| || Deck Girders || B-2<br />
|-<br />
| || Prestressed Precast Panels || A-1<br />
|-<br />
| || Prestressed I - Girders || A-1<br />
|-<br />
| || Prestressed Double -Tee Girders || A-1<br />
|-<br />
| || Integral End Bents (Above lower construction joint) || B-2<br />
|-<br />
| || Semi-Deep Abutments (Above construction joint under slab) || B-2<br />
|-<br />
| colspan="2" | '''Substructure (General)''' || B <br />
|-<br />
| || Integral End Bents (Below lower construction joint) || B<br />
|-<br />
| || Non-Integral End Bents || B<br />
|-<br />
| || Semi-Deep Abutments (Below construction joint under slab) || B<br />
|-<br />
| || Intermediate Bents || B (*)<br />
|-<br />
| || width="485" | Intermediate Bent Columns, End Bents (Below construction<br>joint at bottom of slab in Cont. Conc. Slab Bridges) || B-1<br />
|-<br />
| || Footings || B<br />
|-<br />
| || Drilled Shafts (except per Standard Plans 903.15) || B-2<br />
|-<br />
| || Drilled Shafts (per Standard Plans 903.15) || B<br />
|-<br />
| || Cast-In-Place Pile || B-1<br />
|-<br />
|colspan="3" | (*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).<br />
|}<br />
<br />
{|border="1" style="text-align:center" cellpadding="5" align="center" <br />
|- <br />
|+'''Unit Stresses of Reinforced Concrete'''<br />
|- <br />
!Class of Concrete||Aggregate Maximumsize (Inches)||Cement Factor (barrels percubic yard)||<math>\,f'c</math> (psi)||<math>\,fc</math> (psi)||<math>\,n</math> (*)||<math>\,E_c</math> (ksi)<br />
|-<br />
|A-1||3/4||1.6 (Min.)||5,000||2,000||6||4074<br />
|-<br />
|B||1||1.4 (Min.)||3,000||1,200||10||3156<br />
|-<br />
|B-1||1||1.6 (Min.)||4,000||1,600||8||3644<br />
|-<br />
|B-2||1||1.875 (Min.)||4,000||1,600||8||3644<br />
|}<br />
<center>(*) Values of n for computations of strength only.</center><br />
<br />
{| border="0" cellpadding="6" cellspacing="0" align="auto"<br />
| align="left" | '''Reinforcing Steel'''<br />
|-<br />
|Reinforcing Steel (Grade 60)||<math>\,F_y</math> = 60 ksi<br />
|}<br />
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<!-- [[Category:751 LRFD Bridge Design Guidelines|751.04]] --><br />
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===751.37.1.2 Materials===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]<br />
|}<br />
<br />
Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’<sub>c</sub> = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength, f’<sub>c</sub> = 4 ksi.<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.37.1.3 Casing===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]<br />
|}<br />
<br />
'''Drilled shafts for bridge structures:'''<br />
<br />
All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701]. <br />
<br />
Rock sockets shall be uncased.<br />
<br />
Permanent Casing Thickness Design and Plan Reporting:<br />
: Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.<br />
: All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.<br />
: For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.<br />
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===751.37.1.5 Related Provisions===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]<br />
|}<br />
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.37.1.6 Drilled Shaft General Detail Considerations===<br />
For Seismic detail requirements for seismic design category, SDC B, C and D, See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]]. <br />
<br />
[[image:751.37.1.6 01.png|700px|center]]<br />
<br />
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.<br />
<br />
''Notes:''<br />
: (1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):<br />
:: Diameter ≤ 2.5 ft: 2 pipes<br />
:: Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes<br />
:: Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes<br />
:: Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes<br />
:: Diameter >8.0 ft: 6 pipes<br />
: Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).<br />
: See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements for bridge structures and non-bridge structures.<br />
: When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.<br />
: See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).<br />
: (2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]. <br />
: (3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.<br />
: (4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])<br />
|-<br />
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]<br />
|}<br />
</center><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.2 General Design Procedure and Limit States==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]<br />
|}<br />
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied. <br />
<br />
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.<br />
<br />
'''Guidance'''<br />
<br />
There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].<br />
<br />
: '''Drilled shafts for bridge structures:'''<br />
: Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).<br />
<br />
: '''Drilled shafts for non-bridge structures:'''<br />
:1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.<br />
:2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.<br />
:3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.<br />
<br />
Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.<br />
<br />
Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).<br />
<br />
Note on Definitions:<br />
:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock. <br />
:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.3 Design for Axial Loading at Strength Limit State==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]<br />
|}<br />
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1<br />
|}<br />
<br />
where: <br />
<br />
:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),<br />
<br />
:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),<br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and <br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).<br />
<br />
Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.<br />
<br />
The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2<br />
|}<br />
<br />
where: <br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless), <br />
<br />
:''<math>\mathbf q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qs-i}</math> and ''<math>\mathbf q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment. <br />
<br />
Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.<br />
<br />
The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless), <br />
<br />
:''<math>\mathbf q_p </math>''= nominal unit tip resistance (consistent units of stress), and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qp}</math> and ''<math>\mathbf q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft. <br />
<br />
Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:<br />
<br />
:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf; <br />
<br />
:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf; <br />
<br />
:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot; <br />
<br />
:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows; <br />
<br />
:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf; <br />
<br />
:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and <br />
<br />
:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.<br />
<br />
Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]<br />
|}<br />
<br />
'''Side Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21<br />
|}<br />
<br />
where:<br />
<br />
:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress), <br />
<br />
:β = an empirical correlation factor (dimensionless) and<br />
<br />
:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress). <br />
<br />
The value for β shall be taken as (O’Neill and Reese, 1999)<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a<br />
|-<br />
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b<br />
|}<br />
<br />
where 0.25 ≤ β ≤ 1.2 and<br />
<br />
:z = depth below ground surface to center of shaft segment (ft.) and<br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
If permanent casing is used, the side resistance shall be ignored for the cased portion. <br />
<br />
The resistance factor <math>\mathbf\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1). <br />
<br />
'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999). <br />
<br />
For N_60≤50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and <br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
For ''N<sub>60</sub>'' ≥ 50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), <br />
<br />
:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot), <br />
<br />
:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf). <br />
<br />
:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf). <br />
<br />
''Note that these expressions are dimensional so values must be entered in the units specified. '' <br />
<br />
The resistance factor <math>\mathbf\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''<br />
|}<br />
<br />
Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:<br />
<br />
If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft. <br />
<br />
The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5<br />
|}<br />
<br />
where:<br />
<br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless), <br />
<br />
:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length). <br />
<br />
Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\mathbf \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states. <br />
<br />
The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as <br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6<br />
|}<br />
<br />
where: <br />
<br />
:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), <br />
<br />
:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\mathbf \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The factored elastic compression of the unsupported length of the shaft shall be determined as<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7<br />
|}<br />
<br />
where:<br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length), <br />
<br />
:<math>\mathbf\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''L'' = overall shaft length (consistent units of length), <br />
<br />
:''L<sub>s</sub>'' = length of the rock socket (consistent units of length), <br />
<br />
:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress), <br />
<br />
:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and<br />
<br />
:<math>\mathbf\phi_{\mathbf\delta e}</math> = settlement resistance factor for elastic compression of the shaft.<br />
<br />
Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure. <br />
<br />
====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''<br />
|-<br />
|Minor or Low Volume Route || align="center"|0.68<br />
|-<br />
|Major Route ||align="center"|0.64<br />
|-<br />
|Major Bridge <$100 million ||align="center"| 0.61<br />
|-<br />
|Major Bridge >$100 million||align="center"| 0.60<br />
|}<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]] <br />
<br />
[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil. <br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''<br />
<br />
Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.<br />
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===751.37.6.1 Reinforcement Design===<br />
Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design. <br />
<br />
Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger. <br />
<br />
If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required. <br />
<br />
Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3). <br />
<br />
For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.<br />
<br />
For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4. <br />
<br />
For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d. <br />
<br />
For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].<br />
<br />
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<br />
====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====<br />
<br />
Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.<br />
<br />
Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to: <br />
:* Achieve the required flexural resistance of the drilled shaft <br />
:* Resist large lateral loads for bridges located in seismic areas <br />
:* Facilitate shaft construction through water <br />
:* Support the shaft excavation when there is insufficient head room available for casing recovery<br />
<br />
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===751.38.1.1 Dimensions and Nomenclature===<br />
<br />
Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension. <br />
<br />
[[image:751.38.1.1.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.1 Nomenclature used for spread footings.'''</center> ]]<br />
<br />
====<center>''Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment<br />
|-<br />
|align="center"|D||Column diameter||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|B||Footing width||align="center"|D+24”||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|L||Footing length||align="center"|D+24”<sup>'''1'''</sup>||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|A||Edge distance in width direction||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|A’||Edge distance in length direction||align="center"| 12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|t||Footing thickness||align="center"|30” or D<sup>'''2'''</sup> ||align="center"|72” ||align="center"|Min. 3” increments<br />
|-<br />
|colspan="5"|<sup>'''1'''</sup> Minimum of 1/6 x distance from top of beam to bottom of footing<br />
|-<br />
|colspan="5"|<sup>'''2'''</sup> For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.<br />
|}<br />
<br />
The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.<br />
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===751.38.1.2 General Design Considerations===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.38.1.2 General Design Considerations|Commentary for EPG 751.38.1.2 General Design Considerations''']]<br />
|}<br />
<br />
Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining. <br />
<br />
Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.<br />
<br />
Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible. The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.<br />
<br />
Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2. The boundary of the prohibited region shall be established by the Geotechnical Section. For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone. Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in [[#751.38.7 Design for Overall Stability|EPG 751.38.7]]. <br />
<br />
[[image:751.38.1.2.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.'''</center>]]<br />
<br />
Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2''B'' beyond the crest of the slope.<br />
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===751.38.1.3 Related Provisions===<br />
<br />
The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in [[:Category:321 Geotechnical Engineering|EPG 321]]. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
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===751.38.8.3 Details===<br />
<br />
Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.<br />
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===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
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Category:901 Lighting<br />
<br />
===Nonstandard Lighting Structures===<br />
If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, [http://sp/sites/ts/Pages/default.aspx Traffic] should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions. Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans. <br />
<br />
Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used. Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor. Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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<!-- [[Category:900 TRAFFIC CONTROL]] --><br />
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==901.7.6 High Mast Lighting==<br />
<br />
High mast lighting is principally used at complex interchanges and lights a large area by a group of luminaires mounted in a fixed orientation at the top of a tall mast, generally 80 ft. or taller. The district must authorize high mast lighting. The request for high mast lighting conceptual approval is to be included with the lighting warrants. Data supporting the selection of pole height, pole location and type of luminaires is to be included with the preliminary lighting plan. Where high mast lighting is used at complex interchanges, adaptation lighting is recommended for each section where vehicles enter and leave the interchange.<br />
<br />
The district is responsible for all bid items associated with high mast lighting and to design the foundation and the structure above the foundation for inclusion in the project plans.<br />
<br />
For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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='''REVISION REQUEST 4176'''=<br />
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=616.19.7 Traffic Pacing/Rolling Roadblock=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:405px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-Mainline.pdf Traffic Pacing/Rolling Roadblock Mainline Pacing Details]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-CMS.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs]<br />
</div><br />
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Traffic pacing/rolling roadblock is a traffic control technique that facilitates work by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advance signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.<br />
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The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being used.<br />
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Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet] shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plan Details] and [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout].<br />
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<!-- [[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.19]] --><br />
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='''REVISION REQUEST 4181'''=<br />
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'''614.3 Laboratory Testing Guidelines for Sec 614''' (do not copy title to EPG)<br />
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This article establishes procedures for Laboratory testing and reporting samples of grates, bearing plates, bolts, nuts and washers. No Laboratory tests are required for automatic floodgates, manhole frames and covers or curb inlets. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 614] for MoDOT's specifications.<br />
<br />
===614.3.1 Procedure===<br />
Grates and bearing plates shall be tested for weight (mass) of zinc coating according to AASHTO M111. Bolts, nuts and washers shall be tested for weight (mass) of zinc coating according to AASHTO M232. If mechanically galvanized, the coating thickness, adherence and quality requirements shall be in accordance with ASTM B695, Class 55. Refer to [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight of coating.|Field determination of weight of coating]] for additional information concerning the testing of bolts, nuts, and washers for weight (mass) of zinc coating. All test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
<br />
===614.3.2 Sample Record===<br />
The sample record shall be completed in AWP as described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General] and shall indicate acceptance, qualified acceptance or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.<br />
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<!-- [[Category:614 Drainage Fittings (Grate Inlets)]] --><br />
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====712.2.3.1 High Strength Bolts====<br />
All bolts, nuts, and washers should be from a PAL supplier in accordance with [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]]. If a supplier proposes to furnish structural steel connectors and is not on PAL, a request is to be made to the Construction and Material Division for acceptance into the PAL program. Once satisfactory submittals have been received, the supplier will be placed on the PAL. Bolts, nuts, and washers, for use other than bridge construction and in quantities less than 50, may be accepted from a PAL supplier without a PAL identification number.<br />
<br />
'''712.2.3.1.1 Manufacturer's Certification.''' Bolts and nuts specified to meet the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply with requirements of ASTM A307 and, if required, galvanized to comply with requirements of ASTM F2329 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55. Certification shall be retained by the shipper. A copy should be obtained when sampling at the shipper and submitted with the samples to the lab. <br />
<br />
All bolts, nuts and washers are to be identifiable as to type and manufacturer. Bolts, nuts, and washers manufactured to meet ASTM A307 will normally be identified on the packaging since no special markings are required on the item. Dimensions are to be as shown on the plans or as specified.<br />
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Weight (mass) of zinc coating, when specified, is to be determined by magnetic gauge in the same manner as described for bolts and nuts in [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material|EPG 1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]].<br />
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Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. Samples shall be taken according to [[#712.2.3.2.1.1 ASTM A307 Bolts|EPG 712.2.3.2.1.1 ASTM A307 Bolts]].<br />
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'''712.2.3.1.2''' High strength bolts, nuts, and washers specified shall meet the requirements of ASTM F3125 Grade A325. Bridge plans may also specify ASTM F3125 Grade 144 or A490 or ASTM F3148 Grade 144 high strength bolts. Field inspection shall include examination of the certifications or mill test reports; checking identification markings; and testing for dimensions. The certifications or mill test reports, conforming to EPG 712.2.3.1.1 Manufacturer's Certification, shall be retained in the district office. Samples for Laboratory testing shall be taken and submitted in accordance with EPG 712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts.<br />
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====712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers====<br />
Thickness of coating shall be determined in accordance with ASTM F2329 or where mechanically galvanized shall meet the coating thickness, adherence, and quality requirements of ASTM B659, Class 55. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8 Laboratory Testing Guidelines for Sec 1020|Laboratory Testing Guidelines for Sec 1020]]. Original test data and calculations shall be recorded in Laboratory workbooks.<br />
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===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
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Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
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:[[image:751.36.4.1 2026.png|center]]<br />
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==751.50 Standard Detailing Notes==<br />
'''Copy each note singly to the EPG'''<br />
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:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
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'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
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'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329. <br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
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'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
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'''(H3.92)'''<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55. <br />
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'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
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'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with ASTM F2329<u>, except as shown</u>.<br />
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'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with ASTM F2329.<br />
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==901.18.1 Procedure==<br />
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===Bolts, Nuts, and Washers===<br />
Chemical tests consisting of thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
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Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Test results and calculations shall be recorded through AWP.<br />
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===Polyurethane Foam===<br />
Tests on samples of polyurethane foam shall be conducted in accordance with the following methods:<br />
: (a) Compressive Strength - ASTM D1621<br />
: (b) Density - ASTM D1622<br />
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Test results and calculations shall be recorded through AWP.<br />
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===902.28.1.1 Chemical Tests===<br />
Thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
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===903.22.1.1 Bolts, Nuts and Washers===<br />
Chemical tests, consisting of thickness of coating, shall be determined according to ASTM F2329. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8.1.1 Chemical Tests|EPG 1020.8.1.1 Chemical Tests]]. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
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Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Original test results and calculations shall be recorded through AASHTOWare.<br />
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===1023.2.4 Bolts and Nuts===<br />
Bolts and nuts are to be accepted on the basis of a certified mill test report and field inspection. Samples need to be submitted to the Central Laboratory only when field inspection indicates questionable compliance.<br />
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Bolts and nuts for use in structural plate pipe and pipe-arch are high-strength and require markings on the bolt heads and on the nuts. The required identification markings may be found in the applicable ASTM specification. The bolts and nuts are to be accompanied by a certified mill test report from the manufacturer, showing complete chemical and physical tests for the material and a statement that they were galvanized in accordance with ASTM F2329, or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
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The bolts, nuts, and washers, when used, are to be tested for weight (mass) of coating with a magnetic gauge in the same manner as described in the paragraph below, except a smaller number of readings may be taken due to size and shape of the item. Samples selected for testing are to be taken at the frequency and of the size shown in the table below.<br />
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Samples of the bolts, nuts, and washers may be submitted to the Central Laboratory for weight (mass) of coating, chemical analysis, dimensions, and physical testing if field inspection indicates questionable compliance. Tension tests may not be possible, depending on the length of bolt and shape of bolt shoulder, however hardness can be determined. When samples are submitted to the Laboratory, a copy of the mill test report should accompany the sample. Samples for Laboratory testing are taken at the following rate:<br />
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{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ ''Number of pieces in a lot to be taken as a sample''<br />
! style="background:#BEBEBE" |Lot Size!!style="background:#BEBEBE"|Sample Size<br />
|-<br />
|align="center"|0-800|| align="center"| 3<br />
|-<br />
| align="center"|801-8,000|| align="center"| 6<br />
|-<br />
| align="center"|8,001-22,000 || align="center"|9<br />
|-<br />
| align="center"|22,001 + || align="center"|15<br />
|}<br />
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===1040.2.2 Bolts, Nuts, and Washers===<br />
Bolts, nuts and washers intended for use in beam connections and splices may be accepted by Brand Registration Guarantee or by an acceptable certification. Regardless of the type of acceptance documentation, field inspection performed shall include an examination of certifications and testing for weight (mass) of coating and dimensions. It will only be necessary to submit samples to the Laboratory when requested by Construction and Materials or when field inspection indicates questionable compliance. When samples are taken, take them at the frequency and size shown in Table 1040.2.1.2.<br />
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Post and splice bolts, nuts and washers furnished by a fabricator listed in Table 1040.2.1.1 require no additional documentation. Those not covered by Brand Registration and Guarantee must be accompanied by a certification or mill test report. Bolts and nuts specified meeting the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply to the requirements of ASTM A307 and galvanized to comply to the requirements of AASHTO M 232 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
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Markings are not required on bolts and nuts meeting ASTM A307. All bolts and nuts should be identifiable as to type and manufacturer whether the information is shown on a container or on the bolts and nuts.<br />
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Field determination of weight (mass) of coating is to be made on each lot of material furnished. Test procedures and conditions of acceptance or rejection shall be as described in [[:category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight (mass) of coating.|Field determination of weight (mass) of coating]] with the following modifications:<br />
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:Due to the size and shape of the material being tested, it will only be necessary to obtain a minimum of three readings of the magnetic gauge on a bolt to determine a single-spot test result and at least five readings on a nut or washer. Since the minimum sampling frequency is three bolts or three nuts or three washers, it will always be possible to obtain at least three single-spot test results from which to calculate an average coating weight (mass) and minimum coating weight (mass) for reporting and applying the specification requirements.<br />
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Dimensions of bolts, nuts and washers are to be as shown on the Standard<br />
Drawings or as specified.<br />
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='''REVISION REQUEST 4184'''=<br />
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Also change links in 903.16 and 903<br />
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=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
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'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
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Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
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Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
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There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
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See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
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===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
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{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
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'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
<br />
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
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'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
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====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
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U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
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U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
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'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
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====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
<br />
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
<br />
'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
<br />
{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
<br />
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
<br />
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
<br />
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
<br />
The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
<br />
The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
<br />
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
<br />
{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
<br />
'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
<br />
====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
<br />
'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
<br />
====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
<br />
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
<br />
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
<br />
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
<br />
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
<br />
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
<br />
'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
<br />
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
<br />
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
<br />
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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<br />
===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===903.16.4.7 Flat Sheet Column Mounting Assembly===<br />
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. <br />
<br />
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment. <br />
<br />
'''Standard.''' When used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs. <br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
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<br />
===903.16.4.8 Breakaway Assemblies===<br />
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.<br />
<br />
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
<br />
'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
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<br />
===903.16.4.9 Sign Orientation===<br />
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
<br />
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
<br />
'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
<br />
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===903.16.4.10 Sign Mountings===<br />
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
<br />
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<br><br></div>Hoskirhttps://epg.modot.org/index.php?title=User_talk:Hoskir&diff=58610User talk:Hoskir2026-05-06T15:45:21Z<p>Hoskir: /* REVISION REQUEST 4180 */</p>
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==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
<br />
{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
<br />
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''<br />
<br />
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.<br />
<br />
<br />
='''REVISION REQUEST 4165'''=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:400px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
Several '''foundational documents''' guide MoDOT’s TSMO program:<br />
* [https://www.modot.org/sites/default/files/documents/2024%20MoDOT%20TSMO%20Program%20Plan.pdf TSMO Program and Action Plan] – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.<br />
* [https://www.modot.org/sites/default/files/documents/TSMO%20Informational%20Memoranda%20Complete.pdf TSMO Informational Memoranda] – provides background, technical details, and <br />
* [https://www.modot.org/sites/default/files/documents/BC%20Reference%20memo_0.pdf TSMO Benefit-Cost Reference Memo] – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.<br />
* [https://epg.modot.org/files/6/6b/909_WZM_Guidebook.pdf Work Zone Management Guidebook] – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources <br />
* [https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf Connected and Automated Vehicle Action Plan] – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.<br />
</div><br />
<br />
Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.<br />
<br />
MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:<br />
<br />
* '''Non-recurring delays''' arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.<br />
* '''Recurring delays''' occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.<br />
<br />
By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.<br />
<br />
==909.0 Introduction to TSMO==<br />
<br />
===909.0.1 Overview of TSMO Strategies===<br />
TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:<br />
<br />
909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.<br />
* 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.<br />
* 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.<br />
* 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.<br />
* 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.<br />
* 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.<br />
<br />
909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.<br />
* 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.<br />
* 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.<br />
* 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.<br />
* 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.<br />
* 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.<br />
<br />
===909.0.2 Relationship with Other Programs===<br />
TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:<br />
* '''Safety Programs''': TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|EPG 907.9 Safety Assessment For Every Roadway (SAFER)]]), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities. <br />
* '''Asset Management''': TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.<br />
* '''Planning and Design''': TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.<br />
* '''Maintenance''': Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.<br />
* '''Traveler Information''': TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.<br />
<br />
In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.<br />
<br />
===909.0.3 Roles and Responsibilities for TSMO Implementation===<br />
This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.3. Roles and Responsibilities for TSMO Implementation''<br />
|-<br />
! Role !! Responsibility<br />
|-<br />
| '''Transportation Management Center (TMC) Operator''' || Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.<br />
|-<br />
| '''Emergency Response Operator''' || Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.<br />
|-<br />
| '''Maintenance Technician''' || Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Traffic Operations Engineer''' || Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Transportation Planner''' || Include TSMO and other traditional transportation improvement strategies in all planning efforts.<br />
|-<br />
| '''Design Engineer''' || Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.<br />
|-<br />
| '''Construction Inspector''' || Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure. <br />
|-<br />
| '''Work Zone Specialists''' || Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.<br />
|-<br />
| '''Information Systems Manager''' || Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.<br />
|-<br />
| '''Human Resources Specialist''' || Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.<br />
|-<br />
| '''Emergency Management Agencies''' || Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.<br />
|}<br />
<br />
===909.0.4 TSMO Planning Framework=== <br />
The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.<br />
<br />
Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.1. Programmatic Element''<br />
|-<br />
! Goal !! Objective<br />
|-<br />
| '''Safety''' || Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).<br />
|-<br />
| '''Reliability''' || Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.<br />
|-<br />
| '''Efficiency''' || Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.<br />
|-<br />
| '''Customer Service''' || Provide timely, accurate, and useful traveler information that supports informed decision-making.<br />
|-<br />
| '''Collaboration''' || Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.<br />
|-<br />
| '''Integration''' || Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.<br />
|}<br />
<br />
Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies''<br />
|-<br />
! style="width:400px" | Mission !! style="width:400px" | High-Level Outcome !! Example TSMO Strategy<br />
|-<br />
| '''Improving safety (Moving Missourians safely)''' || Reduction in crashes, fatalities, and serious injuries; safer travel for all users || • 909.1.1 Traffic Incident Management<br>• 909.1.3 Road Weather Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br />
|-<br />
| '''Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management)''' || Cost-effective improvements that maximize existing infrastructure and delay costly expansions || • 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br>• 909.2.3 Freight Operation<br>• 909.2.4 Vulnerable Road Users<br />
|-<br />
| '''Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians)''' || Predictable travel times and improved system performance for people and freight || • 909.1.1 Traffic Incident Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.1.5 Planned Special Event Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.5 Transit Operation<br />
|-<br />
| '''Providing useful and timely traveler information (Providing outstanding customer service)''' || Informed travel decisions by the public, increased user satisfaction || • 909.1.2 Transportation Operations for Emergency Incidents or Disasters<br>• 909.1.3 Road Weather Management<br />
|}<br />
<br />
===909.0.5 Performance Metrics===<br />
Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="4" | '''909.1.1 Traffic Incident Management''' || Enhance the '''safety''' of traveling public and incident responders || • Number of secondary crashes per incident<br>• Severity (fatalities/serious injuries) of secondary crashes<br>• Percent of incidents with secondary crashes recorded<br>• Number of responders struck-by crashes<br>• Severity of responder-involved crashes<br>• Percent of incidents with responder crash data recorded<br />
|-<br />
| Enhance '''reliability''' and '''efficiency''' of Missouri’s transportation system || • Average roadway clearance time<br>• Average incident clearance time<br>• Percent of incidents meeting clearance time targets<br />
|-<br />
| Strengthen '''coordination''', '''communication''', and '''collaboration''' between MoDOT and TIM partners || • Number of formalized agreements signed<br>• Number of multi-agency TIM meetings held annually<br>• Number of TIM trainings held annually<br>• Partner participation rate in meetings/exercises<br />
|-<br />
| Establish '''TIM policies''', '''procedures''', and '''protocols''' within MoDOT || • Number of formal TIM policies/protocols adopted<br>• Percent of TIM coordinator positions filled and active<br />
|-<br />
| rowspan="2" | '''909.1.2 Transportation Operations for Emergency Incidents or Disasters''' || Enhance '''safety''' and responder protection during emergency incidents || • Number of emergency-related crashes<br>• Severity (fatal/serious injury) of emergency-related crashes<br>• Percent of emergency incidents with responder safety data recorded<br />
|-<br />
| Improve '''reliability''' and '''speed''' of emergency response and system restoration || • Time to activate emergency operations<br>• Duration of emergency lane/road closures<br>• Percent of priority routes restored within target timeframes<br>• Emergency communication system uptime<br>• Average time to deploy emergency traffic control<br />
|-<br />
| rowspan="3" | '''909.1.3 Road Weather Management''' || Improve '''safety''' under adverse weather conditions || • Number of weather-related crashes, fatalities, and serious injuries<br>• Crash rate per weather event<br />
|-<br />
| Enhance '''operational readiness''' and '''timely''' roadway treatment || • Time to treat priority routes during storms<br>• Percent of network treated within specific time thresholds<br>• Materials usage efficiency (salt, brine, abrasives)<br />
|-<br />
| Improve '''traveler information''' accuracy during weather events || • Traveler information system accuracy rate during storms<br>• Number of travel information interactions (511 apps, CMS messages)<br />
|-<br />
| rowspan="2" | '''909.1.4 Work Zone Traffic Management''' || Enhance '''safety''' for workers and motorists in work zones || • Number and rate of work zone crashes<br>• Number of work zone fatalities and serious injuries<br>• Number of work zone intrusions (near-miss events)<br />
|-<br />
| Improve '''mobility''' and reduce unexpected work zone delays || • Work-zone related delays<br>• Percent of work zones meeting mobility targets (queue length, speed, travel time)<br>• Average incident clearance time for work zone-related incidents<br />
|-<br />
| rowspan="2" | '''909.1.5 Planned Special Event Management''' || Ensure '''safe''' travel conditions during special events || • Number and rate of special event-related crashes<br>• Vulnerable Road User (VRU) level of comfort/safety index near event venues<br />
|-<br />
| Improve '''mobility''' and minimize event-related congestion || • Travel time reliability during event periods<br>• Vehicle and pedestrian throughput at key access points<br>• Percent of events meeting planned operational performance targets<br />
|}<br />
<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="3" | '''909.2.1 Freeway Operations and Management''' || Support '''safety''' on managed freeway facilities || • Number and rate of crashes on freeway segments<br>• Number of secondary crashes<br />
|-<br />
| Improve '''travel reliability''' on freeway corridors || • Travel time reliability index<br>• Planning time index<br />
|-<br />
| Enhance operational '''efficiency''' on freeway corridors || • Average travel speed and delay<br>• Vehicle and truck throughput<br>• Number of recurring congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.2 Arterial Operations and Management''' || Enhance '''safety''' at signalized intersections and arterials || • Crash frequency and severity at signalized intersections<br>• Pedestrian and bicycle crash rate<br />
|-<br />
| Improve '''efficiency''' of arterial traffic flow || • Arterial travel time and delay<br>• Signal progression quality (arrival on green, bandwidth)<br>• Number of mitigated congestion hotspots<br />
|-<br />
| Enhance '''reliability''' of multimodal arterial operations || • Transit signal delay at signals (if applicable)<br>• Pedestrian crossing delay<br />
|-<br />
| rowspan="2" | '''909.2.3 Freight Operation''' || Improve '''efficiency''' on key freight corridors || • Truck delay at bottlenecks<br>• Freight throughput (corridor or intermodal facility)<br />
|-<br />
| Enhance '''reliability''' of freight travel || • Truck travel time reliability index<br>• Number of freight-related congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.4 Vulnerable Road Users''' || Enhance '''safety''' and '''comfort''' for Vulnerable Road Users (VRUs) || • Number and rate of VRU crashes<br>• VRU level of comfort/safety index<br />
|-<br />
| Improve '''connectivity''' for walking and bicycling || • Miles of connected pedestrian/bicycle facilities<br>• Percent of network meeting connectivity standards<br />
|-<br />
| Support '''sustainable''', multimodal travel options || • Share of trips completed using active modes<br />
|-<br />
| rowspan="3" | '''909.2.5 Transit Operation''' || Enhance '''mobility''' of transit users || • Passenger throughput per route or corridor<br>• Average transit travel time<br />
|-<br />
| Improve transit '''reliability''' and on-time performance || • Percent of on-time arrivals<br>• Transit travel time reliability (travel adherence)<br />
|-<br />
| Improve customer experience and multimodal access || • Customer satisfaction survey results<br>• Pedestrian access quality (stop accessibility index)<br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.1 Non-Congested Route (Non-Recurring Delays)==<br />
<br />
==909.1.1 Traffic Incident Management==<br />
Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.<br />
<br />
While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:<br />
* Debris in the roadway <br />
* Grass fires <br />
* Lane-blocking emergency vehicles <br />
* Vehicle fires <br />
* Heavy congestion<br />
<br />
By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Detect and coordinate response ([[#909.1.1.3 Components|909.1.1.3 Components]]), disseminate traveler information ([[#909.1.1.1 Traffic Incident Management Plans|909.1.1.1 Traffic Incident Management Plans]]).<br />
* Maintenance Technicians → Assist with clearance and roadway restoration ([[#909.1.1.3 Components|909.1.1.3 Components]]).<br />
* Emergency Management Agencies → Critical frontline responders ([[#909.1.1.2 Stakeholders|909.1.1.2 Stakeholders]]).<br />
</div><br />
<br />
===909.1.1.1 Traffic Incident Management Plans===<br />
Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:<br />
* Reduce response and clearance times.<br />
* Develop alternate plans for handling affected traffic.<br />
* Communicate and coordinate between first responders. <br />
* Communicate traffic impacts to motorists.<br />
<br />
Reference [[:Category:948_Incident_Response_Plan_and_Emergency_Response_Management|EPG 948 Incident Response Plan and Emergency Response Management]] for additional information.<br />
<br />
===909.1.1.2 Stakeholders===<br />
Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.<br />
<br />
===909.1.1.3 Components===<br />
The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.<br />
<br />
==909.1.2 Transportation Operations for Emergency Incidents or Disasters==<br />
Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Emergency Management Agencies → Coordinate disaster response ([[#909.1.2.1 Frameworks and Coordination|909.1.2.1 Frameworks and Coordination]]).<br />
* Transportation Planners → Prepare evacuation plans ([[#909.1.2.2 Preparedness and Planning|909.1.2.2 Preparedness and Planning]]).<br />
* Traffic Operations Engineers → Manage ingress and egress traffic flow ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
* TMC Operators → Monitor evacuation routes and push real-time traveler information ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
</div><br />
<br />
===909.1.2.1 Frameworks and Coordination===<br />
MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.<br />
<br />
'''National Incident Management System (NIMS)''':<br />
* Provides a nationwide approach for incident management and coordination.<br />
* Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.<br />
* Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.<br />
<br />
'''Incident Command System (ICS)''':<br />
* Serves as the on-scene management structure for all types of incidents.<br />
* Defines clear roles, responsibilities, and reporting relationships across agencies.<br />
* Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.<br />
* Provides flexibility to scale operations for localized or statewide events.<br />
<br />
For detailed response information, please contact MoDOT’s Safety and Emergency Management.<br />
<br />
===909.1.2.2 Preparedness and Planning===<br />
* Develop and exercise evacuation and emergency operations plans.<br />
* Use simulation and scenario testing to identify gaps and strengthen interagency protocols.<br />
* Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.<br />
<br />
===909.1.2.3 Operational Strategies During Disasters===<br />
* '''Traffic Management''': Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.<br />
* '''Multimodal Evacuations''': Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.<br />
* '''Route Monitoring''': Employ field observations, cameras, and sensors to track evacuation route conditions in real time.<br />
* '''Public Information''': Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.<br />
<br />
==909.1.3 Road Weather Management== <br />
Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Operate dynamic message signs and push alerts ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Maintenance Technicians → Respond to weather conditions, deploy treatment ([[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Traffic Operations Engineers → Oversee VSL and integrate road weather information systems data ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
</div><br />
<br />
===909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs===<br />
Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.<br />
<br />
Procedures for Dynamic Message Signs are outlined in [[910.3_Dynamic_Message_Signs_(DMS)|EPG 910.3 Dynamic Message Signs (DMS)]].<br />
<br />
===909.1.3.2 Road Weather Information Systems===<br />
Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.<br />
<br />
==909.1.4 Work Zone Traffic Management== <br />
Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management. <br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Incorporate TMP and ITS strategies into project design ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* Work Zone Specialists → Review and manage TMPs, oversee traffic control device setup, and ensure compliance with MoDOT standards ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Construction Inspectors → Enforce work zone traffic control measures ([[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Traffic Operations Engineers → Oversee ITS integration and system strategies ([[#909.1.4.3 Smart Work Zones|909.1.4.3 Smart Work Zones]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* TMC Operators → Monitor work zones and disseminate real-time traveler information ([[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
</div><br />
<br />
===909.1.4.1 Traffic Management Plan===<br />
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI). <br />
<br />
As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] provides tools to access the traffic impact of the proposed project design(s).<br />
<br />
For additional detail on the required elements, development process, and documentation standards for TMPs, reference [[616.20_Work_Zone_Safety_and_Mobility_Policy#616.20.9_Work_Zone_Transportation_Management_Plan|EPG 616.20.9 Work Zone Transportation Management Plan]].<br />
<br />
===909.1.4.2 Traffic Incident Management Plan===<br />
When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.<br />
<br />
Reference [[#909.1.1.1 Traffic Incident Management Plans|EPG 909.1.1.1 Traffic Incident Management (TIM) Plans]] for additional information.<br />
<br />
===909.1.4.3 Smart Work Zones===<br />
Once a project design has been determined, the [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#MoDOT_Work_Zone_Impact_Analysis_Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the [[media:909_WZM_Guidebook.pdf|Work Zone Management Guidebook]] provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The [[media:909_WZM_Presentation.pdf|Work Zone Management Guidebook Presentation]] provides additional information about the guidebook. Additional information can also be found in [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] and [[616.20_Work_Zone_Safety_and_Mobility_Policy|EPG 616.20 Work Zone Safety and Mobility Policy]].<br />
<br />
===909.1.4.4 Use of Intelligent Transportation Systems===<br />
Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.<br />
<br />
Procedures for ITS devices are outlined in [[:Category:910_Intelligent_Transportation_Systems|EPG 910 Intelligent Transportation Systems]].<br />
<br />
==909.1.5 Planned Special Event Management==<br />
Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Develop TMPs for special events and coordinate agencies ([[#909.1.5.1 Pre-Event Planning|909.1.5.1 Pre-Event Planning]]; [[#909.1.5.4 Post-Event Evaluation|909.1.5.4 Post-Event Evaluation]]).<br />
* Traffic Operations Engineers → Design strategies for traffic flow and multimodal support ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
* TMC Operators → Manage day-of-event operations and traveler communications ([[#909.1.5.3 Day-of-Event Operations|909.1.5.3 Day-of-Event Operations]]).<br />
* Emergency Management Agencies → Manage access, safety, and enforcement ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
</div> <br />
<br />
===909.1.5.1 Pre-Event Planning===<br />
* Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.<br />
* Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).<br />
* Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.<br />
<br />
===909.1.5.2 Implementation===<br />
* Deploy traffic control devices, signage, and ITS in advance of the event.<br />
* Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.<br />
* Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.<br />
<br />
===909.1.5.3 Day-of-Event Operations===<br />
* Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).<br />
* Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.<br />
* Adjust plans dynamically to address congestion, incidents, or security needs.<br />
<br />
===909.1.5.4 Post-Event Evaluation===<br />
* Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.<br />
* Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.<br />
* Capture performance measures such as clearance times, delay estimates, and traveler feedback.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.2 Congested Route (Recurring Delays)==<br />
<br />
==909.2.1 Freeway Operations and Management==<br />
Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Monitor and adjust dynamic controls, coordinate corridor operations, and manage incident response ([[#909.2.1.1 Ramp Management and Control|909.2.1.1 Ramp Management and Control]]; [[#909.2.1.3 Dynamic Speed Limits|909.2.1.3 Dynamic Speed Limits]]; [[#909.2.1.4 Queue Warning|909.2.1.4 Queue Warning]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]).<br />
* Traffic Operations Engineers → Design freeway operations strategies, oversee policy-sensitive strategies, and evaluate corridor performance ([[#909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)|909.2.1.2 Part-Time Shoulder Use]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.7 Managed Lanes|909.2.1.7 Managed Lanes]]).<br />
* Information Systems Managers → Maintain ITS infrastructure, support automated detection, and ensure system integration for real-time operations ([[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.8 Automated Incident Detection|909.2.1.8 Automated Incident Detection]]).<br />
</div> <br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.1.1 Ramp Management and Control===<br />
Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.<br />
<br />
Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds. <br />
<br />
===909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)===<br />
Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.<br />
<br />
This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
===909.2.1.3 Dynamic Speed Limits===<br />
Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.<br />
<br />
In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.<br />
<br />
===909.2.1.4 Queue Warning===<br />
Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.<br />
<br />
===909.2.1.5 Integrated Corridor Management===<br />
Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.<br />
<br />
===909.2.1.6 Transportation Management Centers===<br />
Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.<br />
<br />
===909.2.1.7 Managed Lanes===<br />
Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.<br />
<br />
At present, Missouri has no active managed lane facilities.<br />
<br />
===909.2.1.8 Automated Incident Detection===<br />
Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel. <br />
<br />
==909.2.2 Arterial Operations and Management==<br />
Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.<br />
<br />
In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.<br />
<br />
The following sections outline key strategies for arterial operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Traffic Operations Engineers → Manage signals, coordination, and adaptive timing ([[#909.2.2.3 Traffic Signal Program Management|909.2.2.3 Traffic Signal Program Management]]; [[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.5 Transit Signal Priority|909.2.2.5 Transit Signal Priority]]).<br />
* Design Engineers → Implement innovative intersections and targeted improvements ([[#909.2.2.1 Targeted Infrastructure Improvements|909.2.2.1 Targeted Infrastructure Improvements]]; [[#909.2.2.2 Innovative Intersection Designs|909.2.2.2 Innovative Intersection Designs]]).<br />
* TMC Operators → Oversee corridor signal adjustments and incident response ([[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.6 Arterial Dynamic Shoulder Use|909.2.2.6 Arterial Dynamic Shoulder Use]]).<br />
</div><br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.2.1 Targeted Infrastructure Improvements===<br />
Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.<br />
<br />
===909.2.2.2 Innovative Intersection Designs===<br />
Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.<br />
<br />
Additional information can be found in [[233.5_Intersection_Alternatives|EPG 233.5 Intersection Alternatives]].<br />
<br />
===909.2.2.3 Traffic Signal Program Management===<br />
A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.<br />
<br />
Procedures for signal operation and maintenance are outlined in [[902.1_General_(MUTCD_Chapter_4A)#902.1.10_Responsibility_for_Operation_and_Maintenance_(MUTCD_Section_4A.10)|902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10)]].<br />
<br />
===909.2.2.4 Traffic Signal Timing and Coordination===<br />
Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.<br />
<br />
<u>Applications:</u><br />
* '''Traffic Signal Retiming''' – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.<br />
* '''Traffic Signal Coordination''' – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.<br />
* '''Adaptive Traffic Signal Control''' – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.<br />
<br />
===909.2.2.5 Transit Signal Priority===<br />
Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.<br />
<br />
===909.2.2.6 Arterial Dynamic Shoulder Use===<br />
Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
==909.2.3 Freight Operation==<br />
Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Coordinate freight corridors, permitting, and parking strategies ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.2 Truck Parking|909.2.3.2 Truck Parking]]; [[#909.2.3.3 Regional Permitting|909.2.3.3 Regional Permitting]]).<br />
* Traffic Operations Engineers → Oversee technology applications and truck restrictions ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.4 Technology Applications for Freight|909.2.3.4 Technology Applications for Freight]]; [[#909.2.3.5 Connected and Automated Freight Vehicles|909.2.3.5 Connected and Automated Freight Vehicles]]).<br />
</div><br />
<br />
Reference MoDOT’s [https://www.modot.org/2022-state-freight-and-rail-plan-documents 2022 State Freight and Rail Plan Documents] for additional information.<br />
<br />
===909.2.3.1 Freight Operations Around Ports and Generators===<br />
Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.<br />
<br />
===909.2.3.2 Truck Parking===<br />
Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.<br />
<br />
===909.2.3.3 Regional Permitting===<br />
Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.<br />
<br />
===909.2.3.4 Technology Applications for Freight===<br />
Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.<br />
<br />
===909.2.3.5 Connected and Automated Freight Vehicles===<br />
The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.<br />
<br />
==909.2.4 Vulnerable Road Users==<br />
Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Implement bike lanes, pedestrian facilities, and safety enhancements ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.2 Pedestrian and Accessibility Facilities|909.2.4.2 Pedestrian and Accessibility Facilities]]; [[#909.2.4.3 Bicycle Lanes and Cycle Tracks|909.2.4.3 Bicycle Lanes and Cycle Tracks]]).<br />
* Transportation Planners → Support multimodal planning and education programs ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.4 VRU Education and Outreach|909.2.4.4 VRU Education]]).<br />
</div><br />
<br />
===909.2.4.1 Safety Enhancements===<br />
Selective deployment of safety enhancements should be informed by [[:Category:907_Traffic_Safety|EPG Category:907 Traffic Safety]] and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.<br />
<br />
===909.2.4.2 Pedestrian and Accessibility Facilities===<br />
Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.<br />
<br />
===909.2.4.3 Bicycle Lanes and Cycle Tracks===<br />
Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.<br />
<br />
===909.2.4.4 VRU Education and Outreach===<br />
Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.<br />
<br />
==909.2.5 Transit Operation==<br />
Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.4 Transit Operation Vehicles|909.2.5.4 Transit Operation Vehicles]]).<br />
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies ([[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.5 Multimodal Transportation Centers|909.2.5.5 Multimodal Transportation Centers]]).<br />
* Traffic Operations Engineers → Support signal priority and corridor treatments ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]).<br />
</div><br />
<br />
===909.2.5.1 Transit Signal Priority=== <br />
Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.<br />
<br />
Additional information on TSP is provided in [[#909.2.2.5 Transit Signal Priority|EPG 909.2.2.5 Transit Signal Priority]].<br />
<br />
===909.2.5.2 Bus Rapid Transit===<br />
Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.<br />
<br />
===909.2.5.3 Transit-Only Lanes===<br />
Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.<br />
<br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div> <br />
<br />
===909.2.5.4 Transit Operation Vehicles===<br />
Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.<br />
<br />
===909.2.5.5 Multimodal Transportation Centers===<br />
Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.<br />
<br />
In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.<br />
<br />
='''REVISION REQUEST 4175'''=<br />
<br />
===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
=='''701 Drilled Shafts'''==<br />
<br />
Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See [[751.37 Drilled Shafts|EPG 751.37 Drilled Shafts]] for design guidance and additional information.<br />
<br />
This type of foundation is identified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation. <br />
<br />
'''Drilled shafts for bridge structures:''' <br />
<br />
Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in [[751.37_Drilled_Shafts#751.37.1.3_Casing|EPG 751.37.1.3 Casing]].<br />
<br />
The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with q<sub>u</sub> ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ q<sub>u</sub> ≤ 100 ksf) with a smaller diameter rock socket drilled into same. The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.<br />
<br />
The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.<br />
<br />
Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] should be reviewed carefully.<br />
<br />
An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?<br />
:1. The contractor is responsible for submitting a remediation plan for the repair.<br />
:2. The plan should include as a minimum the following:<br />
::a) The area of deficient material must be clearly defined using coring or other means.<br />
::b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.<br />
::c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.<br />
::d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.<br />
:3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.<br />
<br />
'''Question: Per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701.4.17.2.1 Installation of Pipes], “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?'''<br />
<br />
The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.<br />
<br />
'''Drilled shafts for non-bridge structures:'''<br />
<br />
Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.<br />
<br />
The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
* Where drift has been identified as a problem <br />
* Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
* Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
* Where drift is a concern and protection is required<br />
* Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
* Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:<br />
* 10-year flood elevation<br />
* 1 foot above ordinary high water elevation<br />
* Elevation of nearest overbank<br />
* 3 feet above low water elevation<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<br />
When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
Drilled shafts shall be constructed with a permanent casing and rock socketed.<br />
<br />
The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.<br />
<br />
The Design Layout Sheet should include the following information:<br />
* Top of Drilled Shaft Elevation <br />
* Anticipated Tip of Casing Elevation<br />
* Anticipated Top of Sound Rock Elevation<br />
<br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
|- style="width: 100px;"<br />
| style="width: 100px;" | Bent || style="width: 100px;" | Elevation || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Side Resistance) (ksf) || style="width: 175px;" | Side Resistance Factor for<br>Strength Limit State || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Tip Resistance) (ksf) || style="width: 175px;" | Tip Resistance Factors for<br>Strength Limit States<br />
|-<br />
| &nbsp; || || || || || <br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
== 751.4.1 Reinforced Concrete ==<br />
<br />
'''Classes of Reinforced Concrete''' <br />
<br />
Below are classes of concrete for each type or portion of structure:<br />
<br />
{| border="0" cellpadding="2" cellspacing="0" align="auto"<br />
|-<br />
| colspan="2" | '''Box Culverts''' || B-1<br />
|-<br />
| colspan="2" | '''Retaining Walls''' || B or B-1<br />
|-<br />
| colspan="2" | '''Superstructure (General)''' || B-2<br />
|-<br />
| width="20" | || Curbs and Parapets || B-1<br />
|-<br />
| || Type A, B, C, D, G and H Barriers || B-1<br />
|-<br />
| ||Sidewalks || B-2<br />
|-<br />
| || Raised Median || B-2<br />
|-<br />
| || Slabs || B-2<br />
|-<br />
| || Box Girders || B-2<br />
|-<br />
| || Deck Girders || B-2<br />
|-<br />
| || Prestressed Precast Panels || A-1<br />
|-<br />
| || Prestressed I - Girders || A-1<br />
|-<br />
| || Prestressed Double -Tee Girders || A-1<br />
|-<br />
| || Integral End Bents (Above lower construction joint) || B-2<br />
|-<br />
| || Semi-Deep Abutments (Above construction joint under slab) || B-2<br />
|-<br />
| colspan="2" | '''Substructure (General)''' || B <br />
|-<br />
| || Integral End Bents (Below lower construction joint) || B<br />
|-<br />
| || Non-Integral End Bents || B<br />
|-<br />
| || Semi-Deep Abutments (Below construction joint under slab) || B<br />
|-<br />
| || Intermediate Bents || B (*)<br />
|-<br />
| || width="485" | Intermediate Bent Columns, End Bents (Below construction<br>joint at bottom of slab in Cont. Conc. Slab Bridges) || B-1<br />
|-<br />
| || Footings || B<br />
|-<br />
| || Drilled Shafts (except per Standard Plans 903.15) || B-2<br />
|-<br />
| || Drilled Shafts (per Standard Plans 903.15) || B<br />
|-<br />
| || Cast-In-Place Pile || B-1<br />
|-<br />
|colspan="3" | (*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).<br />
|}<br />
<br />
{|border="1" style="text-align:center" cellpadding="5" align="center" <br />
|- <br />
|+'''Unit Stresses of Reinforced Concrete'''<br />
|- <br />
!Class of Concrete||Aggregate Maximumsize (Inches)||Cement Factor (barrels percubic yard)||<math>\,f'c</math> (psi)||<math>\,fc</math> (psi)||<math>\,n</math> (*)||<math>\,E_c</math> (ksi)<br />
|-<br />
|A-1||3/4||1.6 (Min.)||5,000||2,000||6||4074<br />
|-<br />
|B||1||1.4 (Min.)||3,000||1,200||10||3156<br />
|-<br />
|B-1||1||1.6 (Min.)||4,000||1,600||8||3644<br />
|-<br />
|B-2||1||1.875 (Min.)||4,000||1,600||8||3644<br />
|}<br />
<center>(*) Values of n for computations of strength only.</center><br />
<br />
{| border="0" cellpadding="6" cellspacing="0" align="auto"<br />
| align="left" | '''Reinforcing Steel'''<br />
|-<br />
|Reinforcing Steel (Grade 60)||<math>\,F_y</math> = 60 ksi<br />
|}<br />
<br />
<!-- [[Category:751 LRFD Bridge Design Guidelines|751.04]] --><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.2 Materials===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]<br />
|}<br />
<br />
Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’<sub>c</sub> = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength, f’<sub>c</sub> = 4 ksi.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.3 Casing===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]<br />
|}<br />
<br />
'''Drilled shafts for bridge structures:'''<br />
<br />
All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701]. <br />
<br />
Rock sockets shall be uncased.<br />
<br />
Permanent Casing Thickness Design and Plan Reporting:<br />
: Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.<br />
: All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.<br />
: For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.5 Related Provisions===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]<br />
|}<br />
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.37.1.6 Drilled Shaft General Detail Considerations===<br />
For Seismic detail requirements for seismic design category, SDC B, C and D, See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]]. <br />
<br />
[[image:751.37.1.6 01.png|700px|center]]<br />
<br />
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.<br />
<br />
''Notes:''<br />
: (1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):<br />
:: Diameter ≤ 2.5 ft: 2 pipes<br />
:: Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes<br />
:: Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes<br />
:: Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes<br />
:: Diameter >8.0 ft: 6 pipes<br />
: Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).<br />
: See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements for bridge structures and non-bridge structures.<br />
: When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.<br />
: See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).<br />
: (2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]. <br />
: (3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.<br />
: (4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])<br />
|-<br />
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]<br />
|}<br />
</center><br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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==751.37.2 General Design Procedure and Limit States==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]<br />
|}<br />
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied. <br />
<br />
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.<br />
<br />
'''Guidance'''<br />
<br />
There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].<br />
<br />
: '''Drilled shafts for bridge structures:'''<br />
: Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).<br />
<br />
: '''Drilled shafts for non-bridge structures:'''<br />
:1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.<br />
:2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.<br />
:3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.<br />
<br />
Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.<br />
<br />
Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).<br />
<br />
Note on Definitions:<br />
:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock. <br />
:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.<br />
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==751.37.3 Design for Axial Loading at Strength Limit State==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]<br />
|}<br />
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1<br />
|}<br />
<br />
where: <br />
<br />
:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),<br />
<br />
:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),<br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and <br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).<br />
<br />
Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.<br />
<br />
The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2<br />
|}<br />
<br />
where: <br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless), <br />
<br />
:''<math>\mathbf q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qs-i}</math> and ''<math>\mathbf q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment. <br />
<br />
Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.<br />
<br />
The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless), <br />
<br />
:''<math>\mathbf q_p </math>''= nominal unit tip resistance (consistent units of stress), and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qp}</math> and ''<math>\mathbf q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft. <br />
<br />
Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:<br />
<br />
:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf; <br />
<br />
:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf; <br />
<br />
:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot; <br />
<br />
:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows; <br />
<br />
:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf; <br />
<br />
:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and <br />
<br />
:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.<br />
<br />
Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.<br />
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===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]<br />
|}<br />
<br />
'''Side Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21<br />
|}<br />
<br />
where:<br />
<br />
:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress), <br />
<br />
:β = an empirical correlation factor (dimensionless) and<br />
<br />
:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress). <br />
<br />
The value for β shall be taken as (O’Neill and Reese, 1999)<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a<br />
|-<br />
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b<br />
|}<br />
<br />
where 0.25 ≤ β ≤ 1.2 and<br />
<br />
:z = depth below ground surface to center of shaft segment (ft.) and<br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
If permanent casing is used, the side resistance shall be ignored for the cased portion. <br />
<br />
The resistance factor <math>\mathbf\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1). <br />
<br />
'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999). <br />
<br />
For N_60≤50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and <br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
For ''N<sub>60</sub>'' ≥ 50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), <br />
<br />
:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot), <br />
<br />
:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf). <br />
<br />
:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf). <br />
<br />
''Note that these expressions are dimensional so values must be entered in the units specified. '' <br />
<br />
The resistance factor <math>\mathbf\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.<br />
<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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<br />
===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''<br />
|}<br />
<br />
Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:<br />
<br />
If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft. <br />
<br />
The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5<br />
|}<br />
<br />
where:<br />
<br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless), <br />
<br />
:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length). <br />
<br />
Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\mathbf \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states. <br />
<br />
The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as <br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6<br />
|}<br />
<br />
where: <br />
<br />
:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), <br />
<br />
:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\mathbf \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The factored elastic compression of the unsupported length of the shaft shall be determined as<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7<br />
|}<br />
<br />
where:<br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length), <br />
<br />
:<math>\mathbf\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''L'' = overall shaft length (consistent units of length), <br />
<br />
:''L<sub>s</sub>'' = length of the rock socket (consistent units of length), <br />
<br />
:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress), <br />
<br />
:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and<br />
<br />
:<math>\mathbf\phi_{\mathbf\delta e}</math> = settlement resistance factor for elastic compression of the shaft.<br />
<br />
Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure. <br />
<br />
====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''<br />
|-<br />
|Minor or Low Volume Route || align="center"|0.68<br />
|-<br />
|Major Route ||align="center"|0.64<br />
|-<br />
|Major Bridge <$100 million ||align="center"| 0.61<br />
|-<br />
|Major Bridge >$100 million||align="center"| 0.60<br />
|}<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]] <br />
<br />
[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil. <br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''<br />
<br />
Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.<br />
<br />
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<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
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<br />
<br />
===751.37.6.1 Reinforcement Design===<br />
Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design. <br />
<br />
Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger. <br />
<br />
If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required. <br />
<br />
Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3). <br />
<br />
For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.<br />
<br />
For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4. <br />
<br />
For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d. <br />
<br />
For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].<br />
<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====<br />
<br />
Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.<br />
<br />
Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to: <br />
:* Achieve the required flexural resistance of the drilled shaft <br />
:* Resist large lateral loads for bridges located in seismic areas <br />
:* Facilitate shaft construction through water <br />
:* Support the shaft excavation when there is insufficient head room available for casing recovery<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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<br />
===751.38.1.1 Dimensions and Nomenclature===<br />
<br />
Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension. <br />
<br />
[[image:751.38.1.1.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.1 Nomenclature used for spread footings.'''</center> ]]<br />
<br />
====<center>''Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment<br />
|-<br />
|align="center"|D||Column diameter||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|B||Footing width||align="center"|D+24”||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|L||Footing length||align="center"|D+24”<sup>'''1'''</sup>||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|A||Edge distance in width direction||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|A’||Edge distance in length direction||align="center"| 12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|t||Footing thickness||align="center"|30” or D<sup>'''2'''</sup> ||align="center"|72” ||align="center"|Min. 3” increments<br />
|-<br />
|colspan="5"|<sup>'''1'''</sup> Minimum of 1/6 x distance from top of beam to bottom of footing<br />
|-<br />
|colspan="5"|<sup>'''2'''</sup> For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.<br />
|}<br />
<br />
The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.38.1.2 General Design Considerations===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.38.1.2 General Design Considerations|Commentary for EPG 751.38.1.2 General Design Considerations''']]<br />
|}<br />
<br />
Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining. <br />
<br />
Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.<br />
<br />
Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible. The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.<br />
<br />
Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2. The boundary of the prohibited region shall be established by the Geotechnical Section. For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone. Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in [[#751.38.7 Design for Overall Stability|EPG 751.38.7]]. <br />
<br />
[[image:751.38.1.2.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.'''</center>]]<br />
<br />
Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2''B'' beyond the crest of the slope.<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.38.1.3 Related Provisions===<br />
<br />
The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in [[:Category:321 Geotechnical Engineering|EPG 321]]. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
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===751.38.8.3 Details===<br />
<br />
Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
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Category:901 Lighting<br />
<br />
===Nonstandard Lighting Structures===<br />
If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, [http://sp/sites/ts/Pages/default.aspx Traffic] should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions. Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans. <br />
<br />
Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used. Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor. Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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<!-- [[Category:900 TRAFFIC CONTROL]] --><br />
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==901.7.6 High Mast Lighting==<br />
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High mast lighting is principally used at complex interchanges and lights a large area by a group of luminaires mounted in a fixed orientation at the top of a tall mast, generally 80 ft. or taller. The district must authorize high mast lighting. The request for high mast lighting conceptual approval is to be included with the lighting warrants. Data supporting the selection of pole height, pole location and type of luminaires is to be included with the preliminary lighting plan. Where high mast lighting is used at complex interchanges, adaptation lighting is recommended for each section where vehicles enter and leave the interchange.<br />
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The district is responsible for all bid items associated with high mast lighting and to design the foundation and the structure above the foundation for inclusion in the project plans.<br />
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For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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='''REVISION REQUEST 4176'''=<br />
<br />
=616.19.7 Traffic Pacing/Rolling Roadblock=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:405px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-Mainline.pdf Traffic Pacing/Rolling Roadblock Mainline Pacing Details]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-CMS.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs]<br />
</div><br />
<br />
Traffic pacing/rolling roadblock is a traffic control technique that facilitates work by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advance signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.<br />
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The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being used.<br />
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Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet] shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plan Details] and [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout].<br />
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<!-- [[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.19]] --><br />
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='''REVISION REQUEST 4179'''=<br />
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=====136.7.3.1.2.1.8 Bridge Material Inspection/Acceptance=====<br />
The LPA has the option to conduct the inspection at a fabrication shop during the manufacturing of fabricated bridge elements being supplied for the job. When the LPA decides not to inspect at the fabrication shop, the following specifications regarding acceptance of fabricated structural members shall be included (when appropriate) as job special provisions in the specification documents for the two classes of structural members shown below. The [https://epg.modot.org/index.php/Job_Special_Provisions language for these JSPs is available from MoDOT]. <br />
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'''136.7.3.1.2.1.8.1 Acceptance of Precast Concrete Members and Panels '''<br />
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The following procedures have been established for the acceptance of precast concrete girders, slab panels, MSE wall systems, and other structural members. Shop drawings shall be submitted for review and approval to the engineer of record for the local public agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. The LPA or their engineer of record has the option of inspecting the precast units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required. <br />
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* Certified mill test reports, including results of physical tests on the prestressing strands in reinforcing steel, as required. <br />
* Test reports on concrete cylinder breaks.<br />
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The LPA or their engineer of record shall verify and document that the dimensions of the precast units were checked at the jobsite and found to be in compliance with the shop drawings.<br />
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'''136.7.3.1.2.1.8.2 Acceptance of Structural Steel'''<br />
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The following procedures have been established for the acceptance of structural steel. Shop drawings in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.2] shall be submitted for review and approval to the engineer of record for the Local Public Agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. It is recommended that the contract documents contain provisions that the contractor shall utilize a fabricator that meets the appropriate American Institute of Steel Construction (AISC) certification provisions as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.1.6]. Additional information regarding the AISC certification program can be found on [http://www.aisc.org/ the AISC website].<br />
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All welding operations, including material and personnel, shall meet the American Welding Society (AWS) specifications as specified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.3.4]. The LPA or their engineer of record has the option of inspecting the steel units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required. <br />
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* Certified mill test reports, including results of chemical and physical tests on all structural steel as furnished.<br />
* Non-destructive testing reports.<br />
* Verification of the girder camber, sweep, and other blocking data.<br />
* Verification of coating operations.<br />
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The LPA or their engineer of record shall verify and document that the dimensions of the structural steel units were checked at the jobsite and found to be in compliance with the shop drawings.<br />
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=====712.1.4.1.3 Shear Connector Welding=====<br />
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Current practices by the contractor may utilize the installation of shear connectors by field personnel. Most shear connector welding is completed by an automated welding process. AWS does not have a qualification procedure established in QC7. Instead, welders shall be qualified in accordance with AWS D1.5: 2025, Bridge Welding Code, Clause 9.7 by MoDOT field personnel. Shear connector welders shall be qualified by conducting a preproduction test. This test involves the welder welding two shear connectors to a test plate or to the production plate. The test specimens shall be visually inspected to ensure a full 360° weld. After the welds have cooled, the shear connectors shall then be bent to an angle of approximately 30° from the original axis by either striking with a hammer or placing a pipe over the shear connector and then bending. If the shear connector does not exhibit a complete weld or a failure occurs in the weld of either shear connector, the welder shall adjust the automatic welding machine and retest on a separate weld test plate. The welder may not retest on the actual production plate. <br />
<br />
Before shear connector production welding in the field begins with a particular welder set-up, a specific shear connector size or type, and at the beginning of production for a particular shift or day, a preproduction test shall be conducted. The preproduction test shall be conducted on the first two shear connectors welded to the production plate or may be conducted on a separate test plate of the same thickness (+/- 25%). The acceptance method is the same as given earlier for the welder test. <br />
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Once shear connector production welding has commenced, any welds that do not exhibit the full 360° weld may be repaired using a 5/16 in. fillet weld for shear connector diameters up to one inch and 3/8 in. for diameters greater than one inch. The repair weld shall extend 3/8 in. beyond the end of the area to be repaired.<br />
<br />
Additional verification of shear connector welds in the field will be performed by sounding a random 25% of the shear connectors on the girder/beam with a sledge hammer. The field inspector will also sound 25 percent of the shear connectors used on expansion device(s) whether shop or field installed. A sharp ping sound is heard on a good weld. A thud sound will occur if the weld is possibly not sufficient and a bent test needs to be performed on this shear connector. A random 5% of all shear connectors will be bent to an approximately 30° from the original axes to verify the integrity and welding of the shear connector. If a failed weld is discovered, all adjacent connectors shall be tested. Particular emphasis on testing shall be at the start-up of the welding operation. Once an acceptable welding process is established, any weld failures should be rare. For a large bridge with many shear connectors, the 5% testing rate may be decreased at the engineer’s discretion. Any failed welds shall be ground off, base metal pull outs repaired by approved weld procedures, weld surface ground flush and a replacement shear stud installed.<br />
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On a re-deck project, some shear connectors may be bent from the deck removal or from the original construction testing. These shear connectors do not have to be replaced or straightened. Shear connectors on new or re-deck projects may also need to be field bent to accommodate expansion joints, rebar conflicts or other construction needs. If a shear connector is severely bent where concrete coverage is compromised, the shear connector shall be removed and replaced.<br />
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[[image:712.1.4.1.3.jpg|center|600px]]<br />
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====751.5.9.3.3 Fracture Control Plan (FCP) ====<br />
ANSI/AASHTO/AWS D1.5: 2025, Bridge Welding Code, Clause 12, Fracture Control Plan (FCP) for Nonredundant Members shall apply to fracture critical non-redundant members.<br />
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Main elements and components whose failure is expected to cause the collapse of the bridge shall be designated as failure-critical, and the associated structural system as non-redundant. Examples of non-redundant members are flange and web plates in one or two girder bridges, main one-element truss members and hanger plates. <br />
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For non-redundant steel structures or members, the designer shall determine which, if any, component is a Fracture Critical Member (FCM). The location of all FCMs shall be clearly delineated on the design plans. <br />
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FCMs are defined as tension members or tension components of bending members (including those subject to reversal of stress), the failure of which would be expected to result in collapse of the bridge. The designation "FCM" shall mean fracture critical member or member component. Members and components that are not subject to tension stress under any condition of live load are not fracture critical. <br />
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Any attachment welded to a tension zone of an FCM shall be considered an FCM when any dimension of the attachment exceeds 4 inches in the direction parallel to the calculated tensile stress in the FCM. Attachments designated FCM shall meet all requirements of FCP. All welds to FCMs shall be considered fracture critical and shall conform to the requirements of FCP. Welds to compression members or the compression area of bending members are not fracture critical. <br />
<br />
FCMs shall be fabricated in accordance with FCP. Material for FCM shall be tested in accordance with AASHTO T243 (ASTM A673), Frequency P. Material for components not designed as fracture critical shall be tested in conformance with AASHTO T243 (ASTM A673), Frequency H. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] and FCM Special Provisions will include additional requirement for material, welding, inspection and manufacturing. <br />
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Notes EPG 751.50 Miscellaneous A5.1 and H1.23b Structural Steel for Wide Flange Beams and Plate Girder Structures shall be placed on contract plans as required.<br />
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<!-- [[Category:751 LRFD Bridge Design Guidelines|751.05]] --><br />
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='''REVISION REQUEST 4181'''=<br />
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'''614.3 Laboratory Testing Guidelines for Sec 614''' (do not copy title to EPG)<br />
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This article establishes procedures for Laboratory testing and reporting samples of grates, bearing plates, bolts, nuts and washers. No Laboratory tests are required for automatic floodgates, manhole frames and covers or curb inlets. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 614] for MoDOT's specifications.<br />
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===614.3.1 Procedure===<br />
Grates and bearing plates shall be tested for weight (mass) of zinc coating according to AASHTO M111. Bolts, nuts and washers shall be tested for weight (mass) of zinc coating according to AASHTO M232. If mechanically galvanized, the coating thickness, adherence and quality requirements shall be in accordance with ASTM B695, Class 55. Refer to [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight of coating.|Field determination of weight of coating]] for additional information concerning the testing of bolts, nuts, and washers for weight (mass) of zinc coating. All test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
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===614.3.2 Sample Record===<br />
The sample record shall be completed in AWP as described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General] and shall indicate acceptance, qualified acceptance or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.<br />
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<!-- [[Category:614 Drainage Fittings (Grate Inlets)]] --><br />
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====712.2.3.1 High Strength Bolts====<br />
All bolts, nuts, and washers should be from a PAL supplier in accordance with [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]]. If a supplier proposes to furnish structural steel connectors and is not on PAL, a request is to be made to the Construction and Material Division for acceptance into the PAL program. Once satisfactory submittals have been received, the supplier will be placed on the PAL. Bolts, nuts, and washers, for use other than bridge construction and in quantities less than 50, may be accepted from a PAL supplier without a PAL identification number.<br />
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'''712.2.3.1.1 Manufacturer's Certification.''' Bolts and nuts specified to meet the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply with requirements of ASTM A307 and, if required, galvanized to comply with requirements of ASTM F2329 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55. Certification shall be retained by the shipper. A copy should be obtained when sampling at the shipper and submitted with the samples to the lab. <br />
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All bolts, nuts and washers are to be identifiable as to type and manufacturer. Bolts, nuts, and washers manufactured to meet ASTM A307 will normally be identified on the packaging since no special markings are required on the item. Dimensions are to be as shown on the plans or as specified.<br />
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Weight (mass) of zinc coating, when specified, is to be determined by magnetic gauge in the same manner as described for bolts and nuts in [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material|EPG 1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]].<br />
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Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. Samples shall be taken according to [[#712.2.3.2.1.1 ASTM A307 Bolts|EPG 712.2.3.2.1.1 ASTM A307 Bolts]].<br />
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'''712.2.3.1.2''' High strength bolts, nuts, and washers specified shall meet the requirements of ASTM F3125 Grade A325. Bridge plans may also specify ASTM F3125 Grade 144 or A490 or ASTM F3148 Grade 144 high strength bolts. Field inspection shall include examination of the certifications or mill test reports; checking identification markings; and testing for dimensions. The certifications or mill test reports, conforming to EPG 712.2.3.1.1 Manufacturer's Certification, shall be retained in the district office. Samples for Laboratory testing shall be taken and submitted in accordance with EPG 712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts.<br />
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====712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers====<br />
Thickness of coating shall be determined in accordance with ASTM F2329 or where mechanically galvanized shall meet the coating thickness, adherence, and quality requirements of ASTM B659, Class 55. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8 Laboratory Testing Guidelines for Sec 1020|Laboratory Testing Guidelines for Sec 1020]]. Original test data and calculations shall be recorded in Laboratory workbooks.<br />
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===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
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Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
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:[[image:751.36.4.1 2026.png|center]]<br />
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==751.50 Standard Detailing Notes==<br />
'''Copy each note singly to the EPG'''<br />
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:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
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'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
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'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329. <br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
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'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
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'''(H3.92)'''<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55. <br />
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'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
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'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with ASTM F2329<u>, except as shown</u>.<br />
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'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with ASTM F2329.<br />
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==901.18.1 Procedure==<br />
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===Bolts, Nuts, and Washers===<br />
Chemical tests consisting of thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
<br />
Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Test results and calculations shall be recorded through AWP.<br />
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===Polyurethane Foam===<br />
Tests on samples of polyurethane foam shall be conducted in accordance with the following methods:<br />
: (a) Compressive Strength - ASTM D1621<br />
: (b) Density - ASTM D1622<br />
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Test results and calculations shall be recorded through AWP.<br />
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===902.28.1.1 Chemical Tests===<br />
Thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
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===903.22.1.1 Bolts, Nuts and Washers===<br />
Chemical tests, consisting of thickness of coating, shall be determined according to ASTM F2329. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8.1.1 Chemical Tests|EPG 1020.8.1.1 Chemical Tests]]. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
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Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Original test results and calculations shall be recorded through AASHTOWare.<br />
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===1023.2.4 Bolts and Nuts===<br />
Bolts and nuts are to be accepted on the basis of a certified mill test report and field inspection. Samples need to be submitted to the Central Laboratory only when field inspection indicates questionable compliance.<br />
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Bolts and nuts for use in structural plate pipe and pipe-arch are high-strength and require markings on the bolt heads and on the nuts. The required identification markings may be found in the applicable ASTM specification. The bolts and nuts are to be accompanied by a certified mill test report from the manufacturer, showing complete chemical and physical tests for the material and a statement that they were galvanized in accordance with ASTM F2329, or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
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The bolts, nuts, and washers, when used, are to be tested for weight (mass) of coating with a magnetic gauge in the same manner as described in the paragraph below, except a smaller number of readings may be taken due to size and shape of the item. Samples selected for testing are to be taken at the frequency and of the size shown in the table below.<br />
<br />
Samples of the bolts, nuts, and washers may be submitted to the Central Laboratory for weight (mass) of coating, chemical analysis, dimensions, and physical testing if field inspection indicates questionable compliance. Tension tests may not be possible, depending on the length of bolt and shape of bolt shoulder, however hardness can be determined. When samples are submitted to the Laboratory, a copy of the mill test report should accompany the sample. Samples for Laboratory testing are taken at the following rate:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ ''Number of pieces in a lot to be taken as a sample''<br />
! style="background:#BEBEBE" |Lot Size!!style="background:#BEBEBE"|Sample Size<br />
|-<br />
|align="center"|0-800|| align="center"| 3<br />
|-<br />
| align="center"|801-8,000|| align="center"| 6<br />
|-<br />
| align="center"|8,001-22,000 || align="center"|9<br />
|-<br />
| align="center"|22,001 + || align="center"|15<br />
|}<br />
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<br />
===1040.2.2 Bolts, Nuts, and Washers===<br />
Bolts, nuts and washers intended for use in beam connections and splices may be accepted by Brand Registration Guarantee or by an acceptable certification. Regardless of the type of acceptance documentation, field inspection performed shall include an examination of certifications and testing for weight (mass) of coating and dimensions. It will only be necessary to submit samples to the Laboratory when requested by Construction and Materials or when field inspection indicates questionable compliance. When samples are taken, take them at the frequency and size shown in Table 1040.2.1.2.<br />
<br />
Post and splice bolts, nuts and washers furnished by a fabricator listed in Table 1040.2.1.1 require no additional documentation. Those not covered by Brand Registration and Guarantee must be accompanied by a certification or mill test report. Bolts and nuts specified meeting the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply to the requirements of ASTM A307 and galvanized to comply to the requirements of AASHTO M 232 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
<br />
Markings are not required on bolts and nuts meeting ASTM A307. All bolts and nuts should be identifiable as to type and manufacturer whether the information is shown on a container or on the bolts and nuts.<br />
<br />
Field determination of weight (mass) of coating is to be made on each lot of material furnished. Test procedures and conditions of acceptance or rejection shall be as described in [[:category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight (mass) of coating.|Field determination of weight (mass) of coating]] with the following modifications:<br />
<br />
:Due to the size and shape of the material being tested, it will only be necessary to obtain a minimum of three readings of the magnetic gauge on a bolt to determine a single-spot test result and at least five readings on a nut or washer. Since the minimum sampling frequency is three bolts or three nuts or three washers, it will always be possible to obtain at least three single-spot test results from which to calculate an average coating weight (mass) and minimum coating weight (mass) for reporting and applying the specification requirements.<br />
<br />
Dimensions of bolts, nuts and washers are to be as shown on the Standard<br />
Drawings or as specified.<br />
<br />
<br />
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='''REVISION REQUEST 4184'''=<br />
<br />
Also change links in 903.16 and 903<br />
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=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
<br />
'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
<br />
Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
<br />
Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
<br />
There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
<br />
See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
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===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
<div style="margin: auto; width:600px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
</div><br />
</div><br />
<br />
'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
<br />
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
<br />
'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
<br />
====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
<br />
U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
<br />
U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
<br />
'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
<br />
====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
<br />
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
<br />
'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
<br />
{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
<br />
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
<br />
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
<br />
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
<br />
The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
<br />
The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
<br />
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
<br />
{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
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'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
<br />
====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
<br />
'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
<br />
====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
<br />
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
<br />
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
<br />
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
<br />
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
<br />
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
<br />
'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
<br />
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
<br />
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
<br />
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===903.16.4.7 Flat Sheet Column Mounting Assembly===<br />
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. <br />
<br />
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment. <br />
<br />
'''Standard.''' When used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs. <br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===903.16.4.8 Breakaway Assemblies===<br />
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.<br />
<br />
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
<br />
'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===903.16.4.9 Sign Orientation===<br />
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
<br />
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
<br />
'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===903.16.4.10 Sign Mountings===<br />
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br></div>Hoskirhttps://epg.modot.org/index.php?title=User_talk:Hoskir&diff=58609User talk:Hoskir2026-05-06T15:45:01Z<p>Hoskir: /* REVISION REQUEST 4172 */</p>
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==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
<br />
{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
<br />
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''<br />
<br />
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.<br />
<br />
<br />
='''REVISION REQUEST 4165'''=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:400px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
Several '''foundational documents''' guide MoDOT’s TSMO program:<br />
* [https://www.modot.org/sites/default/files/documents/2024%20MoDOT%20TSMO%20Program%20Plan.pdf TSMO Program and Action Plan] – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.<br />
* [https://www.modot.org/sites/default/files/documents/TSMO%20Informational%20Memoranda%20Complete.pdf TSMO Informational Memoranda] – provides background, technical details, and <br />
* [https://www.modot.org/sites/default/files/documents/BC%20Reference%20memo_0.pdf TSMO Benefit-Cost Reference Memo] – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.<br />
* [https://epg.modot.org/files/6/6b/909_WZM_Guidebook.pdf Work Zone Management Guidebook] – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources <br />
* [https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf Connected and Automated Vehicle Action Plan] – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.<br />
</div><br />
<br />
Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.<br />
<br />
MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:<br />
<br />
* '''Non-recurring delays''' arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.<br />
* '''Recurring delays''' occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.<br />
<br />
By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.<br />
<br />
==909.0 Introduction to TSMO==<br />
<br />
===909.0.1 Overview of TSMO Strategies===<br />
TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:<br />
<br />
909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.<br />
* 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.<br />
* 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.<br />
* 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.<br />
* 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.<br />
* 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.<br />
<br />
909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.<br />
* 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.<br />
* 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.<br />
* 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.<br />
* 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.<br />
* 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.<br />
<br />
===909.0.2 Relationship with Other Programs===<br />
TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:<br />
* '''Safety Programs''': TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|EPG 907.9 Safety Assessment For Every Roadway (SAFER)]]), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities. <br />
* '''Asset Management''': TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.<br />
* '''Planning and Design''': TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.<br />
* '''Maintenance''': Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.<br />
* '''Traveler Information''': TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.<br />
<br />
In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.<br />
<br />
===909.0.3 Roles and Responsibilities for TSMO Implementation===<br />
This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.3. Roles and Responsibilities for TSMO Implementation''<br />
|-<br />
! Role !! Responsibility<br />
|-<br />
| '''Transportation Management Center (TMC) Operator''' || Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.<br />
|-<br />
| '''Emergency Response Operator''' || Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.<br />
|-<br />
| '''Maintenance Technician''' || Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Traffic Operations Engineer''' || Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Transportation Planner''' || Include TSMO and other traditional transportation improvement strategies in all planning efforts.<br />
|-<br />
| '''Design Engineer''' || Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.<br />
|-<br />
| '''Construction Inspector''' || Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure. <br />
|-<br />
| '''Work Zone Specialists''' || Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.<br />
|-<br />
| '''Information Systems Manager''' || Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.<br />
|-<br />
| '''Human Resources Specialist''' || Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.<br />
|-<br />
| '''Emergency Management Agencies''' || Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.<br />
|}<br />
<br />
===909.0.4 TSMO Planning Framework=== <br />
The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.<br />
<br />
Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.1. Programmatic Element''<br />
|-<br />
! Goal !! Objective<br />
|-<br />
| '''Safety''' || Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).<br />
|-<br />
| '''Reliability''' || Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.<br />
|-<br />
| '''Efficiency''' || Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.<br />
|-<br />
| '''Customer Service''' || Provide timely, accurate, and useful traveler information that supports informed decision-making.<br />
|-<br />
| '''Collaboration''' || Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.<br />
|-<br />
| '''Integration''' || Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.<br />
|}<br />
<br />
Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies''<br />
|-<br />
! style="width:400px" | Mission !! style="width:400px" | High-Level Outcome !! Example TSMO Strategy<br />
|-<br />
| '''Improving safety (Moving Missourians safely)''' || Reduction in crashes, fatalities, and serious injuries; safer travel for all users || • 909.1.1 Traffic Incident Management<br>• 909.1.3 Road Weather Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br />
|-<br />
| '''Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management)''' || Cost-effective improvements that maximize existing infrastructure and delay costly expansions || • 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br>• 909.2.3 Freight Operation<br>• 909.2.4 Vulnerable Road Users<br />
|-<br />
| '''Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians)''' || Predictable travel times and improved system performance for people and freight || • 909.1.1 Traffic Incident Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.1.5 Planned Special Event Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.5 Transit Operation<br />
|-<br />
| '''Providing useful and timely traveler information (Providing outstanding customer service)''' || Informed travel decisions by the public, increased user satisfaction || • 909.1.2 Transportation Operations for Emergency Incidents or Disasters<br>• 909.1.3 Road Weather Management<br />
|}<br />
<br />
===909.0.5 Performance Metrics===<br />
Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="4" | '''909.1.1 Traffic Incident Management''' || Enhance the '''safety''' of traveling public and incident responders || • Number of secondary crashes per incident<br>• Severity (fatalities/serious injuries) of secondary crashes<br>• Percent of incidents with secondary crashes recorded<br>• Number of responders struck-by crashes<br>• Severity of responder-involved crashes<br>• Percent of incidents with responder crash data recorded<br />
|-<br />
| Enhance '''reliability''' and '''efficiency''' of Missouri’s transportation system || • Average roadway clearance time<br>• Average incident clearance time<br>• Percent of incidents meeting clearance time targets<br />
|-<br />
| Strengthen '''coordination''', '''communication''', and '''collaboration''' between MoDOT and TIM partners || • Number of formalized agreements signed<br>• Number of multi-agency TIM meetings held annually<br>• Number of TIM trainings held annually<br>• Partner participation rate in meetings/exercises<br />
|-<br />
| Establish '''TIM policies''', '''procedures''', and '''protocols''' within MoDOT || • Number of formal TIM policies/protocols adopted<br>• Percent of TIM coordinator positions filled and active<br />
|-<br />
| rowspan="2" | '''909.1.2 Transportation Operations for Emergency Incidents or Disasters''' || Enhance '''safety''' and responder protection during emergency incidents || • Number of emergency-related crashes<br>• Severity (fatal/serious injury) of emergency-related crashes<br>• Percent of emergency incidents with responder safety data recorded<br />
|-<br />
| Improve '''reliability''' and '''speed''' of emergency response and system restoration || • Time to activate emergency operations<br>• Duration of emergency lane/road closures<br>• Percent of priority routes restored within target timeframes<br>• Emergency communication system uptime<br>• Average time to deploy emergency traffic control<br />
|-<br />
| rowspan="3" | '''909.1.3 Road Weather Management''' || Improve '''safety''' under adverse weather conditions || • Number of weather-related crashes, fatalities, and serious injuries<br>• Crash rate per weather event<br />
|-<br />
| Enhance '''operational readiness''' and '''timely''' roadway treatment || • Time to treat priority routes during storms<br>• Percent of network treated within specific time thresholds<br>• Materials usage efficiency (salt, brine, abrasives)<br />
|-<br />
| Improve '''traveler information''' accuracy during weather events || • Traveler information system accuracy rate during storms<br>• Number of travel information interactions (511 apps, CMS messages)<br />
|-<br />
| rowspan="2" | '''909.1.4 Work Zone Traffic Management''' || Enhance '''safety''' for workers and motorists in work zones || • Number and rate of work zone crashes<br>• Number of work zone fatalities and serious injuries<br>• Number of work zone intrusions (near-miss events)<br />
|-<br />
| Improve '''mobility''' and reduce unexpected work zone delays || • Work-zone related delays<br>• Percent of work zones meeting mobility targets (queue length, speed, travel time)<br>• Average incident clearance time for work zone-related incidents<br />
|-<br />
| rowspan="2" | '''909.1.5 Planned Special Event Management''' || Ensure '''safe''' travel conditions during special events || • Number and rate of special event-related crashes<br>• Vulnerable Road User (VRU) level of comfort/safety index near event venues<br />
|-<br />
| Improve '''mobility''' and minimize event-related congestion || • Travel time reliability during event periods<br>• Vehicle and pedestrian throughput at key access points<br>• Percent of events meeting planned operational performance targets<br />
|}<br />
<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="3" | '''909.2.1 Freeway Operations and Management''' || Support '''safety''' on managed freeway facilities || • Number and rate of crashes on freeway segments<br>• Number of secondary crashes<br />
|-<br />
| Improve '''travel reliability''' on freeway corridors || • Travel time reliability index<br>• Planning time index<br />
|-<br />
| Enhance operational '''efficiency''' on freeway corridors || • Average travel speed and delay<br>• Vehicle and truck throughput<br>• Number of recurring congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.2 Arterial Operations and Management''' || Enhance '''safety''' at signalized intersections and arterials || • Crash frequency and severity at signalized intersections<br>• Pedestrian and bicycle crash rate<br />
|-<br />
| Improve '''efficiency''' of arterial traffic flow || • Arterial travel time and delay<br>• Signal progression quality (arrival on green, bandwidth)<br>• Number of mitigated congestion hotspots<br />
|-<br />
| Enhance '''reliability''' of multimodal arterial operations || • Transit signal delay at signals (if applicable)<br>• Pedestrian crossing delay<br />
|-<br />
| rowspan="2" | '''909.2.3 Freight Operation''' || Improve '''efficiency''' on key freight corridors || • Truck delay at bottlenecks<br>• Freight throughput (corridor or intermodal facility)<br />
|-<br />
| Enhance '''reliability''' of freight travel || • Truck travel time reliability index<br>• Number of freight-related congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.4 Vulnerable Road Users''' || Enhance '''safety''' and '''comfort''' for Vulnerable Road Users (VRUs) || • Number and rate of VRU crashes<br>• VRU level of comfort/safety index<br />
|-<br />
| Improve '''connectivity''' for walking and bicycling || • Miles of connected pedestrian/bicycle facilities<br>• Percent of network meeting connectivity standards<br />
|-<br />
| Support '''sustainable''', multimodal travel options || • Share of trips completed using active modes<br />
|-<br />
| rowspan="3" | '''909.2.5 Transit Operation''' || Enhance '''mobility''' of transit users || • Passenger throughput per route or corridor<br>• Average transit travel time<br />
|-<br />
| Improve transit '''reliability''' and on-time performance || • Percent of on-time arrivals<br>• Transit travel time reliability (travel adherence)<br />
|-<br />
| Improve customer experience and multimodal access || • Customer satisfaction survey results<br>• Pedestrian access quality (stop accessibility index)<br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.1 Non-Congested Route (Non-Recurring Delays)==<br />
<br />
==909.1.1 Traffic Incident Management==<br />
Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.<br />
<br />
While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:<br />
* Debris in the roadway <br />
* Grass fires <br />
* Lane-blocking emergency vehicles <br />
* Vehicle fires <br />
* Heavy congestion<br />
<br />
By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Detect and coordinate response ([[#909.1.1.3 Components|909.1.1.3 Components]]), disseminate traveler information ([[#909.1.1.1 Traffic Incident Management Plans|909.1.1.1 Traffic Incident Management Plans]]).<br />
* Maintenance Technicians → Assist with clearance and roadway restoration ([[#909.1.1.3 Components|909.1.1.3 Components]]).<br />
* Emergency Management Agencies → Critical frontline responders ([[#909.1.1.2 Stakeholders|909.1.1.2 Stakeholders]]).<br />
</div><br />
<br />
===909.1.1.1 Traffic Incident Management Plans===<br />
Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:<br />
* Reduce response and clearance times.<br />
* Develop alternate plans for handling affected traffic.<br />
* Communicate and coordinate between first responders. <br />
* Communicate traffic impacts to motorists.<br />
<br />
Reference [[:Category:948_Incident_Response_Plan_and_Emergency_Response_Management|EPG 948 Incident Response Plan and Emergency Response Management]] for additional information.<br />
<br />
===909.1.1.2 Stakeholders===<br />
Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.<br />
<br />
===909.1.1.3 Components===<br />
The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.<br />
<br />
==909.1.2 Transportation Operations for Emergency Incidents or Disasters==<br />
Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Emergency Management Agencies → Coordinate disaster response ([[#909.1.2.1 Frameworks and Coordination|909.1.2.1 Frameworks and Coordination]]).<br />
* Transportation Planners → Prepare evacuation plans ([[#909.1.2.2 Preparedness and Planning|909.1.2.2 Preparedness and Planning]]).<br />
* Traffic Operations Engineers → Manage ingress and egress traffic flow ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
* TMC Operators → Monitor evacuation routes and push real-time traveler information ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
</div><br />
<br />
===909.1.2.1 Frameworks and Coordination===<br />
MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.<br />
<br />
'''National Incident Management System (NIMS)''':<br />
* Provides a nationwide approach for incident management and coordination.<br />
* Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.<br />
* Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.<br />
<br />
'''Incident Command System (ICS)''':<br />
* Serves as the on-scene management structure for all types of incidents.<br />
* Defines clear roles, responsibilities, and reporting relationships across agencies.<br />
* Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.<br />
* Provides flexibility to scale operations for localized or statewide events.<br />
<br />
For detailed response information, please contact MoDOT’s Safety and Emergency Management.<br />
<br />
===909.1.2.2 Preparedness and Planning===<br />
* Develop and exercise evacuation and emergency operations plans.<br />
* Use simulation and scenario testing to identify gaps and strengthen interagency protocols.<br />
* Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.<br />
<br />
===909.1.2.3 Operational Strategies During Disasters===<br />
* '''Traffic Management''': Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.<br />
* '''Multimodal Evacuations''': Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.<br />
* '''Route Monitoring''': Employ field observations, cameras, and sensors to track evacuation route conditions in real time.<br />
* '''Public Information''': Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.<br />
<br />
==909.1.3 Road Weather Management== <br />
Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Operate dynamic message signs and push alerts ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Maintenance Technicians → Respond to weather conditions, deploy treatment ([[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Traffic Operations Engineers → Oversee VSL and integrate road weather information systems data ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
</div><br />
<br />
===909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs===<br />
Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.<br />
<br />
Procedures for Dynamic Message Signs are outlined in [[910.3_Dynamic_Message_Signs_(DMS)|EPG 910.3 Dynamic Message Signs (DMS)]].<br />
<br />
===909.1.3.2 Road Weather Information Systems===<br />
Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.<br />
<br />
==909.1.4 Work Zone Traffic Management== <br />
Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management. <br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Incorporate TMP and ITS strategies into project design ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* Work Zone Specialists → Review and manage TMPs, oversee traffic control device setup, and ensure compliance with MoDOT standards ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Construction Inspectors → Enforce work zone traffic control measures ([[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Traffic Operations Engineers → Oversee ITS integration and system strategies ([[#909.1.4.3 Smart Work Zones|909.1.4.3 Smart Work Zones]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* TMC Operators → Monitor work zones and disseminate real-time traveler information ([[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
</div><br />
<br />
===909.1.4.1 Traffic Management Plan===<br />
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI). <br />
<br />
As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] provides tools to access the traffic impact of the proposed project design(s).<br />
<br />
For additional detail on the required elements, development process, and documentation standards for TMPs, reference [[616.20_Work_Zone_Safety_and_Mobility_Policy#616.20.9_Work_Zone_Transportation_Management_Plan|EPG 616.20.9 Work Zone Transportation Management Plan]].<br />
<br />
===909.1.4.2 Traffic Incident Management Plan===<br />
When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.<br />
<br />
Reference [[#909.1.1.1 Traffic Incident Management Plans|EPG 909.1.1.1 Traffic Incident Management (TIM) Plans]] for additional information.<br />
<br />
===909.1.4.3 Smart Work Zones===<br />
Once a project design has been determined, the [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#MoDOT_Work_Zone_Impact_Analysis_Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the [[media:909_WZM_Guidebook.pdf|Work Zone Management Guidebook]] provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The [[media:909_WZM_Presentation.pdf|Work Zone Management Guidebook Presentation]] provides additional information about the guidebook. Additional information can also be found in [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] and [[616.20_Work_Zone_Safety_and_Mobility_Policy|EPG 616.20 Work Zone Safety and Mobility Policy]].<br />
<br />
===909.1.4.4 Use of Intelligent Transportation Systems===<br />
Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.<br />
<br />
Procedures for ITS devices are outlined in [[:Category:910_Intelligent_Transportation_Systems|EPG 910 Intelligent Transportation Systems]].<br />
<br />
==909.1.5 Planned Special Event Management==<br />
Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Develop TMPs for special events and coordinate agencies ([[#909.1.5.1 Pre-Event Planning|909.1.5.1 Pre-Event Planning]]; [[#909.1.5.4 Post-Event Evaluation|909.1.5.4 Post-Event Evaluation]]).<br />
* Traffic Operations Engineers → Design strategies for traffic flow and multimodal support ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
* TMC Operators → Manage day-of-event operations and traveler communications ([[#909.1.5.3 Day-of-Event Operations|909.1.5.3 Day-of-Event Operations]]).<br />
* Emergency Management Agencies → Manage access, safety, and enforcement ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
</div> <br />
<br />
===909.1.5.1 Pre-Event Planning===<br />
* Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.<br />
* Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).<br />
* Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.<br />
<br />
===909.1.5.2 Implementation===<br />
* Deploy traffic control devices, signage, and ITS in advance of the event.<br />
* Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.<br />
* Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.<br />
<br />
===909.1.5.3 Day-of-Event Operations===<br />
* Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).<br />
* Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.<br />
* Adjust plans dynamically to address congestion, incidents, or security needs.<br />
<br />
===909.1.5.4 Post-Event Evaluation===<br />
* Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.<br />
* Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.<br />
* Capture performance measures such as clearance times, delay estimates, and traveler feedback.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.2 Congested Route (Recurring Delays)==<br />
<br />
==909.2.1 Freeway Operations and Management==<br />
Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Monitor and adjust dynamic controls, coordinate corridor operations, and manage incident response ([[#909.2.1.1 Ramp Management and Control|909.2.1.1 Ramp Management and Control]]; [[#909.2.1.3 Dynamic Speed Limits|909.2.1.3 Dynamic Speed Limits]]; [[#909.2.1.4 Queue Warning|909.2.1.4 Queue Warning]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]).<br />
* Traffic Operations Engineers → Design freeway operations strategies, oversee policy-sensitive strategies, and evaluate corridor performance ([[#909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)|909.2.1.2 Part-Time Shoulder Use]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.7 Managed Lanes|909.2.1.7 Managed Lanes]]).<br />
* Information Systems Managers → Maintain ITS infrastructure, support automated detection, and ensure system integration for real-time operations ([[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.8 Automated Incident Detection|909.2.1.8 Automated Incident Detection]]).<br />
</div> <br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.1.1 Ramp Management and Control===<br />
Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.<br />
<br />
Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds. <br />
<br />
===909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)===<br />
Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.<br />
<br />
This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
===909.2.1.3 Dynamic Speed Limits===<br />
Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.<br />
<br />
In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.<br />
<br />
===909.2.1.4 Queue Warning===<br />
Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.<br />
<br />
===909.2.1.5 Integrated Corridor Management===<br />
Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.<br />
<br />
===909.2.1.6 Transportation Management Centers===<br />
Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.<br />
<br />
===909.2.1.7 Managed Lanes===<br />
Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.<br />
<br />
At present, Missouri has no active managed lane facilities.<br />
<br />
===909.2.1.8 Automated Incident Detection===<br />
Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel. <br />
<br />
==909.2.2 Arterial Operations and Management==<br />
Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.<br />
<br />
In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.<br />
<br />
The following sections outline key strategies for arterial operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Traffic Operations Engineers → Manage signals, coordination, and adaptive timing ([[#909.2.2.3 Traffic Signal Program Management|909.2.2.3 Traffic Signal Program Management]]; [[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.5 Transit Signal Priority|909.2.2.5 Transit Signal Priority]]).<br />
* Design Engineers → Implement innovative intersections and targeted improvements ([[#909.2.2.1 Targeted Infrastructure Improvements|909.2.2.1 Targeted Infrastructure Improvements]]; [[#909.2.2.2 Innovative Intersection Designs|909.2.2.2 Innovative Intersection Designs]]).<br />
* TMC Operators → Oversee corridor signal adjustments and incident response ([[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.6 Arterial Dynamic Shoulder Use|909.2.2.6 Arterial Dynamic Shoulder Use]]).<br />
</div><br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.2.1 Targeted Infrastructure Improvements===<br />
Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.<br />
<br />
===909.2.2.2 Innovative Intersection Designs===<br />
Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.<br />
<br />
Additional information can be found in [[233.5_Intersection_Alternatives|EPG 233.5 Intersection Alternatives]].<br />
<br />
===909.2.2.3 Traffic Signal Program Management===<br />
A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.<br />
<br />
Procedures for signal operation and maintenance are outlined in [[902.1_General_(MUTCD_Chapter_4A)#902.1.10_Responsibility_for_Operation_and_Maintenance_(MUTCD_Section_4A.10)|902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10)]].<br />
<br />
===909.2.2.4 Traffic Signal Timing and Coordination===<br />
Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.<br />
<br />
<u>Applications:</u><br />
* '''Traffic Signal Retiming''' – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.<br />
* '''Traffic Signal Coordination''' – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.<br />
* '''Adaptive Traffic Signal Control''' – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.<br />
<br />
===909.2.2.5 Transit Signal Priority===<br />
Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.<br />
<br />
===909.2.2.6 Arterial Dynamic Shoulder Use===<br />
Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
==909.2.3 Freight Operation==<br />
Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Coordinate freight corridors, permitting, and parking strategies ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.2 Truck Parking|909.2.3.2 Truck Parking]]; [[#909.2.3.3 Regional Permitting|909.2.3.3 Regional Permitting]]).<br />
* Traffic Operations Engineers → Oversee technology applications and truck restrictions ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.4 Technology Applications for Freight|909.2.3.4 Technology Applications for Freight]]; [[#909.2.3.5 Connected and Automated Freight Vehicles|909.2.3.5 Connected and Automated Freight Vehicles]]).<br />
</div><br />
<br />
Reference MoDOT’s [https://www.modot.org/2022-state-freight-and-rail-plan-documents 2022 State Freight and Rail Plan Documents] for additional information.<br />
<br />
===909.2.3.1 Freight Operations Around Ports and Generators===<br />
Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.<br />
<br />
===909.2.3.2 Truck Parking===<br />
Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.<br />
<br />
===909.2.3.3 Regional Permitting===<br />
Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.<br />
<br />
===909.2.3.4 Technology Applications for Freight===<br />
Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.<br />
<br />
===909.2.3.5 Connected and Automated Freight Vehicles===<br />
The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.<br />
<br />
==909.2.4 Vulnerable Road Users==<br />
Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Implement bike lanes, pedestrian facilities, and safety enhancements ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.2 Pedestrian and Accessibility Facilities|909.2.4.2 Pedestrian and Accessibility Facilities]]; [[#909.2.4.3 Bicycle Lanes and Cycle Tracks|909.2.4.3 Bicycle Lanes and Cycle Tracks]]).<br />
* Transportation Planners → Support multimodal planning and education programs ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.4 VRU Education and Outreach|909.2.4.4 VRU Education]]).<br />
</div><br />
<br />
===909.2.4.1 Safety Enhancements===<br />
Selective deployment of safety enhancements should be informed by [[:Category:907_Traffic_Safety|EPG Category:907 Traffic Safety]] and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.<br />
<br />
===909.2.4.2 Pedestrian and Accessibility Facilities===<br />
Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.<br />
<br />
===909.2.4.3 Bicycle Lanes and Cycle Tracks===<br />
Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.<br />
<br />
===909.2.4.4 VRU Education and Outreach===<br />
Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.<br />
<br />
==909.2.5 Transit Operation==<br />
Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.4 Transit Operation Vehicles|909.2.5.4 Transit Operation Vehicles]]).<br />
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies ([[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.5 Multimodal Transportation Centers|909.2.5.5 Multimodal Transportation Centers]]).<br />
* Traffic Operations Engineers → Support signal priority and corridor treatments ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]).<br />
</div><br />
<br />
===909.2.5.1 Transit Signal Priority=== <br />
Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.<br />
<br />
Additional information on TSP is provided in [[#909.2.2.5 Transit Signal Priority|EPG 909.2.2.5 Transit Signal Priority]].<br />
<br />
===909.2.5.2 Bus Rapid Transit===<br />
Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.<br />
<br />
===909.2.5.3 Transit-Only Lanes===<br />
Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.<br />
<br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div> <br />
<br />
===909.2.5.4 Transit Operation Vehicles===<br />
Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.<br />
<br />
===909.2.5.5 Multimodal Transportation Centers===<br />
Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.<br />
<br />
In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.<br />
<br />
='''REVISION REQUEST 4175'''=<br />
<br />
===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
=='''701 Drilled Shafts'''==<br />
<br />
Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See [[751.37 Drilled Shafts|EPG 751.37 Drilled Shafts]] for design guidance and additional information.<br />
<br />
This type of foundation is identified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation. <br />
<br />
'''Drilled shafts for bridge structures:''' <br />
<br />
Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in [[751.37_Drilled_Shafts#751.37.1.3_Casing|EPG 751.37.1.3 Casing]].<br />
<br />
The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with q<sub>u</sub> ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ q<sub>u</sub> ≤ 100 ksf) with a smaller diameter rock socket drilled into same. The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.<br />
<br />
The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.<br />
<br />
Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] should be reviewed carefully.<br />
<br />
An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?<br />
:1. The contractor is responsible for submitting a remediation plan for the repair.<br />
:2. The plan should include as a minimum the following:<br />
::a) The area of deficient material must be clearly defined using coring or other means.<br />
::b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.<br />
::c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.<br />
::d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.<br />
:3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.<br />
<br />
'''Question: Per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701.4.17.2.1 Installation of Pipes], “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?'''<br />
<br />
The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.<br />
<br />
'''Drilled shafts for non-bridge structures:'''<br />
<br />
Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.<br />
<br />
The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===751.1.2.20 Substructure Type===<br />
<br />
Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
* Where drift has been identified as a problem <br />
* Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
* Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
* Where drift is a concern and protection is required<br />
* Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
* Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:<br />
* 10-year flood elevation<br />
* 1 foot above ordinary high water elevation<br />
* Elevation of nearest overbank<br />
* 3 feet above low water elevation<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
<br />
Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
<br />
'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
<br />
'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<br />
When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
<br />
<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
Drilled shafts shall be constructed with a permanent casing and rock socketed.<br />
<br />
The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.<br />
<br />
The Design Layout Sheet should include the following information:<br />
* Top of Drilled Shaft Elevation <br />
* Anticipated Tip of Casing Elevation<br />
* Anticipated Top of Sound Rock Elevation<br />
<br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
|- style="width: 100px;"<br />
| style="width: 100px;" | Bent || style="width: 100px;" | Elevation || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Side Resistance) (ksf) || style="width: 175px;" | Side Resistance Factor for<br>Strength Limit State || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Tip Resistance) (ksf) || style="width: 175px;" | Tip Resistance Factors for<br>Strength Limit States<br />
|-<br />
| &nbsp; || || || || || <br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
== 751.4.1 Reinforced Concrete ==<br />
<br />
'''Classes of Reinforced Concrete''' <br />
<br />
Below are classes of concrete for each type or portion of structure:<br />
<br />
{| border="0" cellpadding="2" cellspacing="0" align="auto"<br />
|-<br />
| colspan="2" | '''Box Culverts''' || B-1<br />
|-<br />
| colspan="2" | '''Retaining Walls''' || B or B-1<br />
|-<br />
| colspan="2" | '''Superstructure (General)''' || B-2<br />
|-<br />
| width="20" | || Curbs and Parapets || B-1<br />
|-<br />
| || Type A, B, C, D, G and H Barriers || B-1<br />
|-<br />
| ||Sidewalks || B-2<br />
|-<br />
| || Raised Median || B-2<br />
|-<br />
| || Slabs || B-2<br />
|-<br />
| || Box Girders || B-2<br />
|-<br />
| || Deck Girders || B-2<br />
|-<br />
| || Prestressed Precast Panels || A-1<br />
|-<br />
| || Prestressed I - Girders || A-1<br />
|-<br />
| || Prestressed Double -Tee Girders || A-1<br />
|-<br />
| || Integral End Bents (Above lower construction joint) || B-2<br />
|-<br />
| || Semi-Deep Abutments (Above construction joint under slab) || B-2<br />
|-<br />
| colspan="2" | '''Substructure (General)''' || B <br />
|-<br />
| || Integral End Bents (Below lower construction joint) || B<br />
|-<br />
| || Non-Integral End Bents || B<br />
|-<br />
| || Semi-Deep Abutments (Below construction joint under slab) || B<br />
|-<br />
| || Intermediate Bents || B (*)<br />
|-<br />
| || width="485" | Intermediate Bent Columns, End Bents (Below construction<br>joint at bottom of slab in Cont. Conc. Slab Bridges) || B-1<br />
|-<br />
| || Footings || B<br />
|-<br />
| || Drilled Shafts (except per Standard Plans 903.15) || B-2<br />
|-<br />
| || Drilled Shafts (per Standard Plans 903.15) || B<br />
|-<br />
| || Cast-In-Place Pile || B-1<br />
|-<br />
|colspan="3" | (*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).<br />
|}<br />
<br />
{|border="1" style="text-align:center" cellpadding="5" align="center" <br />
|- <br />
|+'''Unit Stresses of Reinforced Concrete'''<br />
|- <br />
!Class of Concrete||Aggregate Maximumsize (Inches)||Cement Factor (barrels percubic yard)||<math>\,f'c</math> (psi)||<math>\,fc</math> (psi)||<math>\,n</math> (*)||<math>\,E_c</math> (ksi)<br />
|-<br />
|A-1||3/4||1.6 (Min.)||5,000||2,000||6||4074<br />
|-<br />
|B||1||1.4 (Min.)||3,000||1,200||10||3156<br />
|-<br />
|B-1||1||1.6 (Min.)||4,000||1,600||8||3644<br />
|-<br />
|B-2||1||1.875 (Min.)||4,000||1,600||8||3644<br />
|}<br />
<center>(*) Values of n for computations of strength only.</center><br />
<br />
{| border="0" cellpadding="6" cellspacing="0" align="auto"<br />
| align="left" | '''Reinforcing Steel'''<br />
|-<br />
|Reinforcing Steel (Grade 60)||<math>\,F_y</math> = 60 ksi<br />
|}<br />
<br />
<!-- [[Category:751 LRFD Bridge Design Guidelines|751.04]] --><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.2 Materials===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]<br />
|}<br />
<br />
Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’<sub>c</sub> = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength, f’<sub>c</sub> = 4 ksi.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.3 Casing===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]<br />
|}<br />
<br />
'''Drilled shafts for bridge structures:'''<br />
<br />
All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701]. <br />
<br />
Rock sockets shall be uncased.<br />
<br />
Permanent Casing Thickness Design and Plan Reporting:<br />
: Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.<br />
: All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.<br />
: For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.5 Related Provisions===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]<br />
|}<br />
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.6 Drilled Shaft General Detail Considerations===<br />
For Seismic detail requirements for seismic design category, SDC B, C and D, See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]]. <br />
<br />
[[image:751.37.1.6 01.png|700px|center]]<br />
<br />
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.<br />
<br />
''Notes:''<br />
: (1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):<br />
:: Diameter ≤ 2.5 ft: 2 pipes<br />
:: Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes<br />
:: Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes<br />
:: Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes<br />
:: Diameter >8.0 ft: 6 pipes<br />
: Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).<br />
: See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements for bridge structures and non-bridge structures.<br />
: When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.<br />
: See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).<br />
: (2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]. <br />
: (3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.<br />
: (4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])<br />
|-<br />
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]<br />
|}<br />
</center><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.2 General Design Procedure and Limit States==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]<br />
|}<br />
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied. <br />
<br />
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.<br />
<br />
'''Guidance'''<br />
<br />
There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].<br />
<br />
: '''Drilled shafts for bridge structures:'''<br />
: Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).<br />
<br />
: '''Drilled shafts for non-bridge structures:'''<br />
:1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.<br />
:2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.<br />
:3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.<br />
<br />
Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.<br />
<br />
Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).<br />
<br />
Note on Definitions:<br />
:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock. <br />
:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.3 Design for Axial Loading at Strength Limit State==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]<br />
|}<br />
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1<br />
|}<br />
<br />
where: <br />
<br />
:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),<br />
<br />
:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),<br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and <br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).<br />
<br />
Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.<br />
<br />
The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2<br />
|}<br />
<br />
where: <br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless), <br />
<br />
:''<math>\mathbf q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qs-i}</math> and ''<math>\mathbf q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment. <br />
<br />
Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.<br />
<br />
The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless), <br />
<br />
:''<math>\mathbf q_p </math>''= nominal unit tip resistance (consistent units of stress), and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qp}</math> and ''<math>\mathbf q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft. <br />
<br />
Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:<br />
<br />
:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf; <br />
<br />
:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf; <br />
<br />
:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot; <br />
<br />
:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows; <br />
<br />
:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf; <br />
<br />
:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and <br />
<br />
:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.<br />
<br />
Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]<br />
|}<br />
<br />
'''Side Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21<br />
|}<br />
<br />
where:<br />
<br />
:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress), <br />
<br />
:β = an empirical correlation factor (dimensionless) and<br />
<br />
:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress). <br />
<br />
The value for β shall be taken as (O’Neill and Reese, 1999)<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a<br />
|-<br />
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b<br />
|}<br />
<br />
where 0.25 ≤ β ≤ 1.2 and<br />
<br />
:z = depth below ground surface to center of shaft segment (ft.) and<br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
If permanent casing is used, the side resistance shall be ignored for the cased portion. <br />
<br />
The resistance factor <math>\mathbf\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1). <br />
<br />
'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999). <br />
<br />
For N_60≤50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and <br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
For ''N<sub>60</sub>'' ≥ 50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), <br />
<br />
:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot), <br />
<br />
:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf). <br />
<br />
:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf). <br />
<br />
''Note that these expressions are dimensional so values must be entered in the units specified. '' <br />
<br />
The resistance factor <math>\mathbf\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''<br />
|}<br />
<br />
Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:<br />
<br />
If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft. <br />
<br />
The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5<br />
|}<br />
<br />
where:<br />
<br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless), <br />
<br />
:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length). <br />
<br />
Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\mathbf \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states. <br />
<br />
The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as <br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6<br />
|}<br />
<br />
where: <br />
<br />
:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), <br />
<br />
:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\mathbf \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The factored elastic compression of the unsupported length of the shaft shall be determined as<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7<br />
|}<br />
<br />
where:<br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length), <br />
<br />
:<math>\mathbf\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''L'' = overall shaft length (consistent units of length), <br />
<br />
:''L<sub>s</sub>'' = length of the rock socket (consistent units of length), <br />
<br />
:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress), <br />
<br />
:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and<br />
<br />
:<math>\mathbf\phi_{\mathbf\delta e}</math> = settlement resistance factor for elastic compression of the shaft.<br />
<br />
Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure. <br />
<br />
====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''<br />
|-<br />
|Minor or Low Volume Route || align="center"|0.68<br />
|-<br />
|Major Route ||align="center"|0.64<br />
|-<br />
|Major Bridge <$100 million ||align="center"| 0.61<br />
|-<br />
|Major Bridge >$100 million||align="center"| 0.60<br />
|}<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]] <br />
<br />
[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil. <br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''<br />
<br />
Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.6.1 Reinforcement Design===<br />
Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design. <br />
<br />
Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger. <br />
<br />
If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required. <br />
<br />
Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3). <br />
<br />
For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.<br />
<br />
For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4. <br />
<br />
For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d. <br />
<br />
For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].<br />
<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====<br />
<br />
Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.<br />
<br />
Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to: <br />
:* Achieve the required flexural resistance of the drilled shaft <br />
:* Resist large lateral loads for bridges located in seismic areas <br />
:* Facilitate shaft construction through water <br />
:* Support the shaft excavation when there is insufficient head room available for casing recovery<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.38.1.1 Dimensions and Nomenclature===<br />
<br />
Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension. <br />
<br />
[[image:751.38.1.1.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.1 Nomenclature used for spread footings.'''</center> ]]<br />
<br />
====<center>''Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment<br />
|-<br />
|align="center"|D||Column diameter||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|B||Footing width||align="center"|D+24”||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|L||Footing length||align="center"|D+24”<sup>'''1'''</sup>||align="center"|--||align="center"|Min. 3” increments<br />
|-<br />
|align="center"|A||Edge distance in width direction||align="center"|12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|A’||Edge distance in length direction||align="center"| 12”||align="center"|--||align="center"|--<br />
|-<br />
|align="center"|t||Footing thickness||align="center"|30” or D<sup>'''2'''</sup> ||align="center"|72” ||align="center"|Min. 3” increments<br />
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|colspan="5"|<sup>'''1'''</sup> Minimum of 1/6 x distance from top of beam to bottom of footing<br />
|-<br />
|colspan="5"|<sup>'''2'''</sup> For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.<br />
|}<br />
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The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.<br />
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===751.38.1.2 General Design Considerations===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
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|align="center"|'''[[#Commentary on EPG 751.38.1.2 General Design Considerations|Commentary for EPG 751.38.1.2 General Design Considerations''']]<br />
|}<br />
<br />
Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining. <br />
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Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.<br />
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Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible. The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.<br />
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Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2. The boundary of the prohibited region shall be established by the Geotechnical Section. For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone. Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in [[#751.38.7 Design for Overall Stability|EPG 751.38.7]]. <br />
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[[image:751.38.1.2.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.'''</center>]]<br />
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Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2''B'' beyond the crest of the slope.<br />
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===751.38.1.3 Related Provisions===<br />
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The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in [[:Category:321 Geotechnical Engineering|EPG 321]]. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
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Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
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===751.38.8.3 Details===<br />
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Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.<br />
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===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].<br />
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'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
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'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
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:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
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'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
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'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
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:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
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'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
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'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
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'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
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'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
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Category:901 Lighting<br />
<br />
===Nonstandard Lighting Structures===<br />
If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, [http://sp/sites/ts/Pages/default.aspx Traffic] should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions. Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans. <br />
<br />
Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used. Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor. Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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<!-- [[Category:900 TRAFFIC CONTROL]] --><br />
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==901.7.6 High Mast Lighting==<br />
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High mast lighting is principally used at complex interchanges and lights a large area by a group of luminaires mounted in a fixed orientation at the top of a tall mast, generally 80 ft. or taller. The district must authorize high mast lighting. The request for high mast lighting conceptual approval is to be included with the lighting warrants. Data supporting the selection of pole height, pole location and type of luminaires is to be included with the preliminary lighting plan. Where high mast lighting is used at complex interchanges, adaptation lighting is recommended for each section where vehicles enter and leave the interchange.<br />
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The district is responsible for all bid items associated with high mast lighting and to design the foundation and the structure above the foundation for inclusion in the project plans.<br />
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For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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='''REVISION REQUEST 4176'''=<br />
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=616.19.7 Traffic Pacing/Rolling Roadblock=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:405px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-Mainline.pdf Traffic Pacing/Rolling Roadblock Mainline Pacing Details]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-CMS.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs]<br />
</div><br />
<br />
Traffic pacing/rolling roadblock is a traffic control technique that facilitates work by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advance signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.<br />
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The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being used.<br />
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Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet] shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plan Details] and [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout].<br />
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<!-- [[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.19]] --><br />
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='''REVISION REQUEST 4179'''=<br />
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=====136.7.3.1.2.1.8 Bridge Material Inspection/Acceptance=====<br />
The LPA has the option to conduct the inspection at a fabrication shop during the manufacturing of fabricated bridge elements being supplied for the job. When the LPA decides not to inspect at the fabrication shop, the following specifications regarding acceptance of fabricated structural members shall be included (when appropriate) as job special provisions in the specification documents for the two classes of structural members shown below. The [https://epg.modot.org/index.php/Job_Special_Provisions language for these JSPs is available from MoDOT]. <br />
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'''136.7.3.1.2.1.8.1 Acceptance of Precast Concrete Members and Panels '''<br />
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The following procedures have been established for the acceptance of precast concrete girders, slab panels, MSE wall systems, and other structural members. Shop drawings shall be submitted for review and approval to the engineer of record for the local public agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. The LPA or their engineer of record has the option of inspecting the precast units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required. <br />
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* Certified mill test reports, including results of physical tests on the prestressing strands in reinforcing steel, as required. <br />
* Test reports on concrete cylinder breaks.<br />
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The LPA or their engineer of record shall verify and document that the dimensions of the precast units were checked at the jobsite and found to be in compliance with the shop drawings.<br />
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'''136.7.3.1.2.1.8.2 Acceptance of Structural Steel'''<br />
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The following procedures have been established for the acceptance of structural steel. Shop drawings in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.2] shall be submitted for review and approval to the engineer of record for the Local Public Agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. It is recommended that the contract documents contain provisions that the contractor shall utilize a fabricator that meets the appropriate American Institute of Steel Construction (AISC) certification provisions as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.1.6]. Additional information regarding the AISC certification program can be found on [http://www.aisc.org/ the AISC website].<br />
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All welding operations, including material and personnel, shall meet the American Welding Society (AWS) specifications as specified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.3.4]. The LPA or their engineer of record has the option of inspecting the steel units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required. <br />
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* Certified mill test reports, including results of chemical and physical tests on all structural steel as furnished.<br />
* Non-destructive testing reports.<br />
* Verification of the girder camber, sweep, and other blocking data.<br />
* Verification of coating operations.<br />
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The LPA or their engineer of record shall verify and document that the dimensions of the structural steel units were checked at the jobsite and found to be in compliance with the shop drawings.<br />
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=====712.1.4.1.3 Shear Connector Welding=====<br />
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Current practices by the contractor may utilize the installation of shear connectors by field personnel. Most shear connector welding is completed by an automated welding process. AWS does not have a qualification procedure established in QC7. Instead, welders shall be qualified in accordance with AWS D1.5: 2025, Bridge Welding Code, Clause 9.7 by MoDOT field personnel. Shear connector welders shall be qualified by conducting a preproduction test. This test involves the welder welding two shear connectors to a test plate or to the production plate. The test specimens shall be visually inspected to ensure a full 360° weld. After the welds have cooled, the shear connectors shall then be bent to an angle of approximately 30° from the original axis by either striking with a hammer or placing a pipe over the shear connector and then bending. If the shear connector does not exhibit a complete weld or a failure occurs in the weld of either shear connector, the welder shall adjust the automatic welding machine and retest on a separate weld test plate. The welder may not retest on the actual production plate. <br />
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Before shear connector production welding in the field begins with a particular welder set-up, a specific shear connector size or type, and at the beginning of production for a particular shift or day, a preproduction test shall be conducted. The preproduction test shall be conducted on the first two shear connectors welded to the production plate or may be conducted on a separate test plate of the same thickness (+/- 25%). The acceptance method is the same as given earlier for the welder test. <br />
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Once shear connector production welding has commenced, any welds that do not exhibit the full 360° weld may be repaired using a 5/16 in. fillet weld for shear connector diameters up to one inch and 3/8 in. for diameters greater than one inch. The repair weld shall extend 3/8 in. beyond the end of the area to be repaired.<br />
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Additional verification of shear connector welds in the field will be performed by sounding a random 25% of the shear connectors on the girder/beam with a sledge hammer. The field inspector will also sound 25 percent of the shear connectors used on expansion device(s) whether shop or field installed. A sharp ping sound is heard on a good weld. A thud sound will occur if the weld is possibly not sufficient and a bent test needs to be performed on this shear connector. A random 5% of all shear connectors will be bent to an approximately 30° from the original axes to verify the integrity and welding of the shear connector. If a failed weld is discovered, all adjacent connectors shall be tested. Particular emphasis on testing shall be at the start-up of the welding operation. Once an acceptable welding process is established, any weld failures should be rare. For a large bridge with many shear connectors, the 5% testing rate may be decreased at the engineer’s discretion. Any failed welds shall be ground off, base metal pull outs repaired by approved weld procedures, weld surface ground flush and a replacement shear stud installed.<br />
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On a re-deck project, some shear connectors may be bent from the deck removal or from the original construction testing. These shear connectors do not have to be replaced or straightened. Shear connectors on new or re-deck projects may also need to be field bent to accommodate expansion joints, rebar conflicts or other construction needs. If a shear connector is severely bent where concrete coverage is compromised, the shear connector shall be removed and replaced.<br />
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[[image:712.1.4.1.3.jpg|center|600px]]<br />
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====751.5.9.3.3 Fracture Control Plan (FCP) ====<br />
ANSI/AASHTO/AWS D1.5: 2025, Bridge Welding Code, Clause 12, Fracture Control Plan (FCP) for Nonredundant Members shall apply to fracture critical non-redundant members.<br />
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Main elements and components whose failure is expected to cause the collapse of the bridge shall be designated as failure-critical, and the associated structural system as non-redundant. Examples of non-redundant members are flange and web plates in one or two girder bridges, main one-element truss members and hanger plates. <br />
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For non-redundant steel structures or members, the designer shall determine which, if any, component is a Fracture Critical Member (FCM). The location of all FCMs shall be clearly delineated on the design plans. <br />
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FCMs are defined as tension members or tension components of bending members (including those subject to reversal of stress), the failure of which would be expected to result in collapse of the bridge. The designation "FCM" shall mean fracture critical member or member component. Members and components that are not subject to tension stress under any condition of live load are not fracture critical. <br />
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Any attachment welded to a tension zone of an FCM shall be considered an FCM when any dimension of the attachment exceeds 4 inches in the direction parallel to the calculated tensile stress in the FCM. Attachments designated FCM shall meet all requirements of FCP. All welds to FCMs shall be considered fracture critical and shall conform to the requirements of FCP. Welds to compression members or the compression area of bending members are not fracture critical. <br />
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FCMs shall be fabricated in accordance with FCP. Material for FCM shall be tested in accordance with AASHTO T243 (ASTM A673), Frequency P. Material for components not designed as fracture critical shall be tested in conformance with AASHTO T243 (ASTM A673), Frequency H. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] and FCM Special Provisions will include additional requirement for material, welding, inspection and manufacturing. <br />
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Notes EPG 751.50 Miscellaneous A5.1 and H1.23b Structural Steel for Wide Flange Beams and Plate Girder Structures shall be placed on contract plans as required.<br />
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<!-- [[Category:751 LRFD Bridge Design Guidelines|751.05]] --><br />
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='''REVISION REQUEST 4180'''=<br />
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104.2 Project Scoping<br />
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<div style="float: right; margin-top: 5px; margin-top: 5px; margin-bottom: 15px; width:275px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Related Information</center></u>'''<br />
* [https://www.modot.org/sites/default/files/documents/transportation_planning/idea2road.pdf Steps to Build a Road pamphlet]<br />
<u><center>Figure</center></u><br />
* [[media:104.2a Project Scoping Process.pdf|Project scoping process flowchart]] <br />
</div><br />
<br />
[[image:104.2 Project Scoping.jpg|right|285px]]<br />
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Project Scoping is a process that is used to clearly define transportation needs and to determine the appropriate means to address them. This involves determining the root causes of the need, developing a range of possible solutions to address the need, choosing the best solution, setting the physical limits of the project, accurately estimating the cost of the project, and forecasting the delivery schedule of the project.<br />
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The purpose of project scoping is to develop the most complete, cost effective solutions, as is practical, early in the project development process. This is foundational to avoiding major design changes, large estimate adjustments, and last minute project changes later in the project development process. With proper project scoping, such changes will be minimized and will have reduced impacts on the overall project. Proper project scoping of all needs leads to a more balanced, consistent construction program. <br />
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After the elements and limits of a project become clearly defined by the project scoping process, it becomes necessary to develop a [[:Category:235 Preliminary Plans#235.2.3 Project Agreements|project agreement]] if elements of the project are to be shared between the Commission and other public agencies or private interests. <br />
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Project scoping should not be thought of as a separate, stand-alone process from the [[:Category:138 Project Development Chronology|project development process]]. It is, instead, the initial stage of the project development process where the details of appropriate solutions are developed. Project scoping begins with the delivery of the need to the project manager and continues until the elements and limits of a project become so well-defined that accurate costs and project delivery schedules can be forecast. A [[media:104.2a Project Scoping Process.pdf|project scoping process flowchart]] depicting the project scoping process is available.<br />
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[https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase] provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.<br />
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===751.1.3.2 Documentation===<br />
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A [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm structural rehabilitation checklist] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
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A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
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A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
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Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
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A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
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A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
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[https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase] provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.<br />
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'''EPG 104.6 Forms Box'''<br />
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<div style="float: right; margin-top: 5px; margin-left: 15px; width:330px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Checklists for Core Teams</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Bridge_Scoping_Checklist.docx Bridge Scoping Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Construction_and_Materials_Checklist.doc Construction and Materials Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Design_Checklist.doc Design Checklist]<br />
* [[media:104.6 Environmental Checklist.doc|Environmental Checklist]]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_FHWA_Checklist.doc FHWA Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Maintenance_Checklist.doc Maintenance Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Planning_Checklist.doc Planning Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Design_Liaison_Checklist.doc Design Liaison Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Project_Scoping_Checklist.doc Project Scoping Checklist]<br />
* [[media:905.3.5.6 TIA Scoping Reviewers Checklist.docx|Project Scoping (TIA Scoping Reviewer’s Checklist)]]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Public_Information_and_Outreach_Checklist.doc Public Information and Outreach Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Railroad_Checklist.doc Railroad Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Right_of_Way_Checklist.doc Right of Way Checklist]<br />
* [https://epg.modot.org/forms/general_files/TS/SAFER_Document.pdf SAFER Document]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Traffic_Checklist.docx Traffic Checklist]<br />
* [[media:104.6 TSMO Checklist.docx|TSMO Checklist]]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Utilities_Checklist.doc Utilities Checklist]<br />
'''<u><center>Other Documentation</center></u>'''<br />
* [[media:124 Project Estimate Record Sheet.xlsx|Project Estimate Record Sheet]]<br />
* [https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase]<br />
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'''EPG 751.1.1 Forms Box'''<br />
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<div style="float: right; margin-top: 5px; margin-left: 15px; width:330px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist]<br />
'''<u><center>Other Documentation</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase]<br />
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='''REVISION REQUEST 4181'''=<br />
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'''614.3 Laboratory Testing Guidelines for Sec 614''' (do not copy title to EPG)<br />
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This article establishes procedures for Laboratory testing and reporting samples of grates, bearing plates, bolts, nuts and washers. No Laboratory tests are required for automatic floodgates, manhole frames and covers or curb inlets. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 614] for MoDOT's specifications.<br />
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===614.3.1 Procedure===<br />
Grates and bearing plates shall be tested for weight (mass) of zinc coating according to AASHTO M111. Bolts, nuts and washers shall be tested for weight (mass) of zinc coating according to AASHTO M232. If mechanically galvanized, the coating thickness, adherence and quality requirements shall be in accordance with ASTM B695, Class 55. Refer to [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight of coating.|Field determination of weight of coating]] for additional information concerning the testing of bolts, nuts, and washers for weight (mass) of zinc coating. All test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
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===614.3.2 Sample Record===<br />
The sample record shall be completed in AWP as described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General] and shall indicate acceptance, qualified acceptance or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.<br />
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<!-- [[Category:614 Drainage Fittings (Grate Inlets)]] --><br />
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====712.2.3.1 High Strength Bolts====<br />
All bolts, nuts, and washers should be from a PAL supplier in accordance with [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]]. If a supplier proposes to furnish structural steel connectors and is not on PAL, a request is to be made to the Construction and Material Division for acceptance into the PAL program. Once satisfactory submittals have been received, the supplier will be placed on the PAL. Bolts, nuts, and washers, for use other than bridge construction and in quantities less than 50, may be accepted from a PAL supplier without a PAL identification number.<br />
<br />
'''712.2.3.1.1 Manufacturer's Certification.''' Bolts and nuts specified to meet the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply with requirements of ASTM A307 and, if required, galvanized to comply with requirements of ASTM F2329 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55. Certification shall be retained by the shipper. A copy should be obtained when sampling at the shipper and submitted with the samples to the lab. <br />
<br />
All bolts, nuts and washers are to be identifiable as to type and manufacturer. Bolts, nuts, and washers manufactured to meet ASTM A307 will normally be identified on the packaging since no special markings are required on the item. Dimensions are to be as shown on the plans or as specified.<br />
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Weight (mass) of zinc coating, when specified, is to be determined by magnetic gauge in the same manner as described for bolts and nuts in [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material|EPG 1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]].<br />
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Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. Samples shall be taken according to [[#712.2.3.2.1.1 ASTM A307 Bolts|EPG 712.2.3.2.1.1 ASTM A307 Bolts]].<br />
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'''712.2.3.1.2''' High strength bolts, nuts, and washers specified shall meet the requirements of ASTM F3125 Grade A325. Bridge plans may also specify ASTM F3125 Grade 144 or A490 or ASTM F3148 Grade 144 high strength bolts. Field inspection shall include examination of the certifications or mill test reports; checking identification markings; and testing for dimensions. The certifications or mill test reports, conforming to EPG 712.2.3.1.1 Manufacturer's Certification, shall be retained in the district office. Samples for Laboratory testing shall be taken and submitted in accordance with EPG 712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts.<br />
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====712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers====<br />
Thickness of coating shall be determined in accordance with ASTM F2329 or where mechanically galvanized shall meet the coating thickness, adherence, and quality requirements of ASTM B659, Class 55. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8 Laboratory Testing Guidelines for Sec 1020|Laboratory Testing Guidelines for Sec 1020]]. Original test data and calculations shall be recorded in Laboratory workbooks.<br />
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===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
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Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
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:[[image:751.36.4.1 2026.png|center]]<br />
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==751.50 Standard Detailing Notes==<br />
'''Copy each note singly to the EPG'''<br />
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:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
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'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
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'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329. <br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
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'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
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'''(H3.92)'''<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55. <br />
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'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
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'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with ASTM F2329<u>, except as shown</u>.<br />
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'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with ASTM F2329.<br />
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==901.18.1 Procedure==<br />
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===Bolts, Nuts, and Washers===<br />
Chemical tests consisting of thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
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Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Test results and calculations shall be recorded through AWP.<br />
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===Polyurethane Foam===<br />
Tests on samples of polyurethane foam shall be conducted in accordance with the following methods:<br />
: (a) Compressive Strength - ASTM D1621<br />
: (b) Density - ASTM D1622<br />
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Test results and calculations shall be recorded through AWP.<br />
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===902.28.1.1 Chemical Tests===<br />
Thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
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===903.22.1.1 Bolts, Nuts and Washers===<br />
Chemical tests, consisting of thickness of coating, shall be determined according to ASTM F2329. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8.1.1 Chemical Tests|EPG 1020.8.1.1 Chemical Tests]]. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
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Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Original test results and calculations shall be recorded through AASHTOWare.<br />
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===1023.2.4 Bolts and Nuts===<br />
Bolts and nuts are to be accepted on the basis of a certified mill test report and field inspection. Samples need to be submitted to the Central Laboratory only when field inspection indicates questionable compliance.<br />
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Bolts and nuts for use in structural plate pipe and pipe-arch are high-strength and require markings on the bolt heads and on the nuts. The required identification markings may be found in the applicable ASTM specification. The bolts and nuts are to be accompanied by a certified mill test report from the manufacturer, showing complete chemical and physical tests for the material and a statement that they were galvanized in accordance with ASTM F2329, or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
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The bolts, nuts, and washers, when used, are to be tested for weight (mass) of coating with a magnetic gauge in the same manner as described in the paragraph below, except a smaller number of readings may be taken due to size and shape of the item. Samples selected for testing are to be taken at the frequency and of the size shown in the table below.<br />
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Samples of the bolts, nuts, and washers may be submitted to the Central Laboratory for weight (mass) of coating, chemical analysis, dimensions, and physical testing if field inspection indicates questionable compliance. Tension tests may not be possible, depending on the length of bolt and shape of bolt shoulder, however hardness can be determined. When samples are submitted to the Laboratory, a copy of the mill test report should accompany the sample. Samples for Laboratory testing are taken at the following rate:<br />
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{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ ''Number of pieces in a lot to be taken as a sample''<br />
! style="background:#BEBEBE" |Lot Size!!style="background:#BEBEBE"|Sample Size<br />
|-<br />
|align="center"|0-800|| align="center"| 3<br />
|-<br />
| align="center"|801-8,000|| align="center"| 6<br />
|-<br />
| align="center"|8,001-22,000 || align="center"|9<br />
|-<br />
| align="center"|22,001 + || align="center"|15<br />
|}<br />
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===1040.2.2 Bolts, Nuts, and Washers===<br />
Bolts, nuts and washers intended for use in beam connections and splices may be accepted by Brand Registration Guarantee or by an acceptable certification. Regardless of the type of acceptance documentation, field inspection performed shall include an examination of certifications and testing for weight (mass) of coating and dimensions. It will only be necessary to submit samples to the Laboratory when requested by Construction and Materials or when field inspection indicates questionable compliance. When samples are taken, take them at the frequency and size shown in Table 1040.2.1.2.<br />
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Post and splice bolts, nuts and washers furnished by a fabricator listed in Table 1040.2.1.1 require no additional documentation. Those not covered by Brand Registration and Guarantee must be accompanied by a certification or mill test report. Bolts and nuts specified meeting the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply to the requirements of ASTM A307 and galvanized to comply to the requirements of AASHTO M 232 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
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Markings are not required on bolts and nuts meeting ASTM A307. All bolts and nuts should be identifiable as to type and manufacturer whether the information is shown on a container or on the bolts and nuts.<br />
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Field determination of weight (mass) of coating is to be made on each lot of material furnished. Test procedures and conditions of acceptance or rejection shall be as described in [[:category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight (mass) of coating.|Field determination of weight (mass) of coating]] with the following modifications:<br />
<br />
:Due to the size and shape of the material being tested, it will only be necessary to obtain a minimum of three readings of the magnetic gauge on a bolt to determine a single-spot test result and at least five readings on a nut or washer. Since the minimum sampling frequency is three bolts or three nuts or three washers, it will always be possible to obtain at least three single-spot test results from which to calculate an average coating weight (mass) and minimum coating weight (mass) for reporting and applying the specification requirements.<br />
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Dimensions of bolts, nuts and washers are to be as shown on the Standard<br />
Drawings or as specified.<br />
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='''REVISION REQUEST 4184'''=<br />
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Also change links in 903.16 and 903<br />
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=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
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'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
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Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
<br />
Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
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There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
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See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
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===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
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{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
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'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
<br />
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
<br />
'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
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====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
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U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
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U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
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'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
<br />
====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
<br />
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
<br />
'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
<br />
{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
<br />
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
<br />
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
<br />
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
<br />
The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
<br />
The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
<br />
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
<br />
{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
<br />
'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
<br />
====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
<br />
'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
<br />
====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
<br />
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
<br />
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
<br />
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
<br />
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
<br />
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
<br />
'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
<br />
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
<br />
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
<br />
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
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===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.7 Flat Sheet Column Mounting Assembly===<br />
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. <br />
<br />
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment. <br />
<br />
'''Standard.''' When used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs. <br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.8 Breakaway Assemblies===<br />
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.<br />
<br />
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
<br />
'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.<br />
<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.9 Sign Orientation===<br />
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
<br />
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
<br />
'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
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===903.16.4.10 Sign Mountings===<br />
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
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<br><br></div>Hoskirhttps://epg.modot.org/index.php?title=User_talk:Hoskir&diff=58608User talk:Hoskir2026-05-06T15:44:44Z<p>Hoskir: /* REVISION REQUEST 4151 */</p>
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==751.36.5 Design Procedure==<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
:The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
::HP Piles: <math> \phi_c </math>= 0.50<br />
:When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
::HP Piles: <math> \phi_c </math>= 0.60 <br />
:For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
:The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
:For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) may be different because of the reliability of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, ϕ<sub>stat</sub>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, the static method and resistance factors shall be selected from the table below. The values provided in LRFD Table 10.5.5.2.3-1 are only applicable if the end of drive criteria is based off the total pile penetration which is not recommended. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
{|border="1" style="text-align:center; width: 750px" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Table - Static Analysis Resistance Factors used for Pile Length Estimates''' <br />
! Pile Type !! Soil Type !! Static Analysis Method !! Side Friction<sup>1</sup><br><math> \phi_{stat}</math> !! End Bearing<br><math> \phi_{stat}</math><br />
|-<br />
| rowspan="4" | '''CIP Piles - Steel Pipe Shells''' || Clay || Alpha - Tomlinson || <math> \phi_{dyn}</math><sup>2</sup> || <math> \phi_{dyn}</math><sup>2</sup><br />
|-<br />
| rowspan="3" | Sand || Nordlund<sup>3</sup> || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA || 0.45 - Gates<br>0.45 - WEAP<br>0.55 - PDA<br />
|-<br />
| LCPC<sup>4</sup> || 0.70 || 0.45<br />
|-<br />
| Schmertmann<sup>5</sup> || 0.50 || 0.50<br />
|}<br />
<br />
{|border="0" style="text-align:left; width: 750px" align="center" cellspacing="0"<br />
|-<br />
| <sup>1</sup> For mixed soil profiles the lowest applicable resistance factor for clay or sand may be used to simplify the analysis.<br />
|-<br />
| <sup>2</sup> ϕ<sub>dyn</sub> = see following section.<br />
|-<br />
| <sup>3</sup>The Nordlund method is recommended for sand layers in mixed soil profiles where CPT data is not available.<br />
|-<br />
| <sup>4</sup>The resistance factors associated with the LCPC method are not statistically calibrated for reliability, but studies have shown this method to be one of the most reliable methods for predicting soil behavior from CPT data.<br />
|-<br />
| <sup>5</sup>Per LRFD 10.7.3.8.6g the Schmertmann method shall only be used for sands and nonplastic silts with CPT data.<br />
|-<br />
| For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
|}<br />
<br />
'''Driving Resistance Factor, ϕ<sub>dyn</sub>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Pile Driving Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
| FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only) || 0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles || 0.65<br />
|-<br />
| Other methods || Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles where the soil profile is comprised primarily of sand. For bridges where the soil profile is comprised primarily of clays or evenly mixed clays and sands the recommended verification method is WEAP. When WEAP is specified as the pile driving criteria for friction pile, provide standard note E2.28 below the foundation table. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis using one of the methods given in EPG [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. The relationship between the static axial compressive resistance and required driving resistance for a uniform soil profile with a constant static resistance factor is given as follows:<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Required nominal driving resistance = MNACR<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]] or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Required nominal static resistance<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile].<br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile. <br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
The minimum nominal axial compressive resistance, MNACR, or required driving resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
: Minimum Nominal Axial Compressive Resistance, MNACR = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]]. &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance shall be limited to the values shown in the following table. Approval from the SPM, SLE or owner's representative is required before exceeding the limits provided in this table.<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
! rowspan="3" | Pile Type !! rowspan="3" | Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/> !! colspan="3" | Maximum Factored Axial Load (kips)<br />
|-<br />
! Dynamic Testing !! Wave Equation<br/>Analysis !! FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
! ϕ<sub>dyn</sub>= 0.65 !! ϕ<sub>dyn</sub> = 0.50 !! ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
| CIP 14” || 210 || 136 || 105 || 84<br />
|-<br />
| CIP 16” || 240 || 156 || 120 || 96<br />
|-<br />
| CIP 20” || 300 || 195 || 150 || 120<br />
|-<br />
| CIP 24” || 340 || 221 || 170 || 136<br />
|-<br />
| colspan="5" align="left" | <sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
Drivability of the pile through the soil profile shall be investigated using the GRLWEAP wave equation analysis program. The static axial compressive resistance profile used in the wave equation analysis shall be determined using one of the approved static methods given in [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_(ϕstat)_and_Driving_Resistance_Factor_(ϕdyn)|EPG 751.36.5.3]].<br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer does not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for the box shape of the pile (i.e., not the perimeter). <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<br />
{| border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|+ '''Pile Driving Hammer Information For GRLWEAP'''<br />
! colspan="3" | Hammer used in the field per survey response (2017) <br />
|-<br />
! GRLWEAP ID !! Hammer name !! No. of Responses<br />
|-<br />
| 41 || Delmag D19-42<sup>1</sup> || 13<br />
|-<br />
| 40 || Delmag D19-32 || 6<br />
|-<br />
| 38 || Delmag D12-42 || 4<br />
|-<br />
| 139 || ICE 32S || 4<br />
|-<br />
| 15 || Delmag D30-32 || 2<br />
|-<br />
| || Delmag D25-32 || 2<br />
|-<br />
| 127 || ICE 30S || 1<br />
|-<br />
| 150 || MKT DE-30B || 1<br />
|-<br />
| colspan="3" | <sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
<br />
The contractor is responsible for determining the driving system required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor is required to perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. There is an exception to the contractor’s responsibility for the drivability analysis when WEAP is specified as the driving criteria for friction pile. When WEAP is specified for friction pile an inspector’s chart will be provided for the contractor in the electronic deliverables. For more detailed guidance see [https://www.modot.org/media/54989 SEG 25-001 New Policy for Friction Pile]. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
'''(E2.28) Use when WEAP is specified as the pile driving criteria for friction pile. Place an * behind each instance of WEAP in the Foundation Data table. The pay item Pile Wave Analysis shall not be included when this note is used.'''<br />
<br />
:<nowiki>*</nowiki>See electronic deliverables file for pile driving inspector’s chart(s). MoDOT will provide alternate charts for different driving systems as needed per request. With the request, the contractor shall provide the hammer manufacturer make and model, and any modifications to the manufacturer’s recommended settings including hammer cushion information. The contractor shall provide the request 30 calendar days before pile driving operations begin.<br />
<br />
<br />
='''REVISION REQUEST 4165'''=<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:400px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
Several '''foundational documents''' guide MoDOT’s TSMO program:<br />
* [https://www.modot.org/sites/default/files/documents/2024%20MoDOT%20TSMO%20Program%20Plan.pdf TSMO Program and Action Plan] – outlines MoDOT’s statewide TSMO vision, goals, and implementation strategies.<br />
* [https://www.modot.org/sites/default/files/documents/TSMO%20Informational%20Memoranda%20Complete.pdf TSMO Informational Memoranda] – provides background, technical details, and <br />
* [https://www.modot.org/sites/default/files/documents/BC%20Reference%20memo_0.pdf TSMO Benefit-Cost Reference Memo] – provides the benefit-cost information on TSMO applications that are critical to MoDOT’s TSMO program and future work.<br />
* [https://epg.modot.org/files/6/6b/909_WZM_Guidebook.pdf Work Zone Management Guidebook] – provides a comprehensive set of tools and strategies for work zone management and describes “advanced work zone” practices, guidance, and resources <br />
* [https://www.modot.org/sites/default/files/documents/FR1_MoDOT_CAVPlan_Apr25_ACCESSIBLE.pdf Connected and Automated Vehicle Action Plan] – articulates MoDOT’s mission, vision, strengths, and strategic focus areas for leveraging CV/AV technologies, and lays out actions across institutional capability-building, outreach and education, and partnership development to support safe, efficient deployment.<br />
</div><br />
<br />
Transportation Systems Management and Operations (TSMO) consists of operational strategies and systems that cost-effectively optimize the safety, reliability, efficiency, and capacity of the transportation system. Unlike traditional capacity-expansion projects that often require significant time and resources, TSMO emphasizes maximizing the performance of the existing system through proactive management and operational improvements.<br />
<br />
MoDOT is continuously working to improve safety and alleviate congestion on its roadways. The effective application of TSMO strategies allows the agency to directly address the root causes of congestion:<br />
<br />
* '''Non-recurring delays''' arise from unplanned or irregular events such as incidents, disasters, weather, work zones, and special events. These disruptions are inherently unpredictable, vary in severity and duration, and often require dynamic traffic management and interagency coordination to reduce their impact.<br />
* '''Recurring delays''' occur regularly at specific locations, most often during peak traffic periods. This type of congestion is usually the result of demand exceeding the capacity of the existing system. MoDOT does not have the resources to construct enough highway capacity to eliminate all recurring congestion. Instead, TSMO strategies provide more cost-effective ways to manage demand and improve flow.<br />
<br />
By addressing both types of congestion, TSMO helps MoDOT achieve its mission of moving Missourians safely and reliably while making the best use of limited resources.<br />
<br />
==909.0 Introduction to TSMO==<br />
<br />
===909.0.1 Overview of TSMO Strategies===<br />
TSMO strategies are the day-to-day operational actions MoDOT uses to actively manage and optimize the transportation system. These strategies translate MoDOT’s mission into practical, real-time actions that improve safety, mobility, and reliability. They are organized according to whether they address non-recurring delays or recurring delays as follows:<br />
<br />
909.1 Non-Congested Route (Non-Recurring Delays) – These strategies focus on managing temporary (whether short-term or long-term) capacity reductions caused by irregular or time-limited events that disrupt normal traffic conditions, ensuring that mobility and safety are restored efficiently and consistently.<br />
* 909.1.1 Traffic Incident Management: Coordinates detection, response, and clearance across multiple agencies to minimize secondary crashes and return roadways to normal operation quickly.<br />
* 909.1.2 Transportation Operations for Emergency Incidents or Disasters: Ensures system readiness and coordinated response during natural or human-caused disasters through planning, communication, and multimodal evacuation procedures.<br />
* 909.1.3 Road Weather Management: Integrates environmental monitoring, data-driven decision support, and targeted maintenance to mitigate the effects of adverse weather on safety and mobility.<br />
* 909.1.4 Work Zone Traffic Management: Applies smart work zone technologies and comprehensive traffic management plans to maintain safe and reliable travel through construction and maintenance areas.<br />
* 909.1.5 Planned Special Event Management: Coordinates transportation, enforcement, and communication activities for scheduled events to maintain efficient system operations and traveler safety.<br />
<br />
909.2 Congested Route (Recurring Delays) – These strategies address predictable and routine congestion caused by daily travel demand and capacity constraints on specific facilities or corridors, emphasizing active traffic management, system integration, and multimodal coordination.<br />
* 909.2.1 Freeway Operations and Management: Improves freeway performance through corridor-level monitoring, adaptive control, and coordinated operations to enhance safety and travel-time reliability.<br />
* 909.2.2 Arterial Operations and Management: Optimizes signal timing, intersection design, and corridor coordination to improve mobility and safety on surface streets.<br />
* 909.2.3 Freight Operation: Enhances the efficiency and safety of freight movement through improved access, parking management, and technology-based monitoring along key freight corridors.<br />
* 909.2.4 Vulnerable Road Users: Improves safety, accessibility, and comfort for VRUs through targeted infrastructure, operational strategies, and multimodal coordination.<br />
* 909.2.5 Transit Operation: Strengthens transit reliability and accessibility through operational strategies such as priority treatments, multimodal hubs, and corridor management.<br />
<br />
===909.0.2 Relationship with Other Programs===<br />
TSMO is not a standalone initiative—it complements and enhances MoDOT’s other programs:<br />
* '''Safety Programs''': TSMO contributes to MoDOT’s safety goals, as outlined in the Strategic Highway Safety Plan and the SAFER Program (see [[907.9_Safety_Assessment_For_Every_Roadway_(SAFER)|EPG 907.9 Safety Assessment For Every Roadway (SAFER)]]), by reducing secondary crashes, improving work zone management, and advancing road weather management capabilities. <br />
* '''Asset Management''': TSMO strategies extend the life of infrastructure investments by ensuring facilities operate more efficiently and experience fewer incidents that accelerate wear.<br />
* '''Planning and Design''': TSMO principles should be incorporated early in the planning and design process so that operational strategies are built into projects from the start.<br />
* '''Maintenance''': Maintenance activities can be coordinated with TSMO tools such as smart work zones and ITS devices to reduce traffic disruptions.<br />
* '''Traveler Information''': TSMO strengthens customer service by providing real-time, accurate, and actionable information to the traveling public.<br />
<br />
In practice, TSMO serves as the operational thread that connects safety, planning, design, maintenance, and customer service into a unified system-management approach.<br />
<br />
===909.0.3 Roles and Responsibilities for TSMO Implementation===<br />
This guide is designed to provide MoDOT staff and partners with a clear, practical reference for TSMO strategies. Table 909.0.3 highlights the roles and responsibilities of different staff in implementing and supporting TSMO strategies.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.3. Roles and Responsibilities for TSMO Implementation''<br />
|-<br />
! Role !! Responsibility<br />
|-<br />
| '''Transportation Management Center (TMC) Operator''' || Monitor traffic conditions, manage information systems, and coordinate incident response and traveler communication to maintain safe and efficient roadway operations.<br />
|-<br />
| '''Emergency Response Operator''' || Provide on-scene incident management, motorist assistance, and roadway clearance to restore normal traffic flow and enhance safety during disruptions.<br />
|-<br />
| '''Maintenance Technician''' || Implement maintenance related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Traffic Operations Engineer''' || Implement traffic operations related TSMO strategies; provide feedback and effort for continual improvement of these strategies and tools. <br />
|-<br />
| '''Transportation Planner''' || Include TSMO and other traditional transportation improvement strategies in all planning efforts.<br />
|-<br />
| '''Design Engineer''' || Consider TSMO as an essential element of design, either as a direct improvement for the specific application or as an opportunity for the continuation of existing TSMO strategies.<br />
|-<br />
| '''Construction Inspector''' || Consult personnel who have the appropriate expertise when modifying a design or during construction inspection of TSMO support infrastructure. <br />
|-<br />
| '''Work Zone Specialists''' || Oversee temporary traffic control in construction zones; review and manage Transportation Management Plans (TMPs), ensure proper setup and quality of traffic control devices, assess risks, and provide input during planning and post-construction reviews to enhance safety and minimize disruptions.<br />
|-<br />
| '''Information Systems Manager''' || Provide oversight and management of field and central communications systems, computer and software, and other information systems resources.<br />
|-<br />
| '''Human Resources Specialist''' || Incorporate relevant related skills and experience into position descriptions where TSMO expertise is needed; assist with training programs to improve the knowledge, skills, and abilities of existing operations personnel.<br />
|-<br />
| '''Emergency Management Agencies''' || Support TSMO implementation by providing coordinated incident response, traffic control, emergency medical services, and roadway clearance; collaborate with MoDOT and TMC staff to improve incident management, responder safety, and system recovery during emergencies and planned events.<br />
|}<br />
<br />
===909.0.4 TSMO Planning Framework=== <br />
The TSMO Planning Framework provides a structured approach for MoDOT to translate its mission and agency goals into actionable objectives and strategies. It ensures that operational strategies are purpose-driven, measurable, and aligned with statewide priorities. This framework serves as a bridge between MoDOT’s overarching mission and the specific strategies implemented across the TSMO program.<br />
<br />
Table 909.0.4.1 identifies the core programmatic elements, MoDOT’s goals and associated objectives, that guide how TSMO is planned, implemented, and evaluated.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.1. Programmatic Element''<br />
|-<br />
! Goal !! Objective<br />
|-<br />
| '''Safety''' || Reduce crash frequency and severity through proactive deployment of TSMO strategies (e.g., incident management, work zone safety, network operations).<br />
|-<br />
| '''Reliability''' || Provide predictable and consistent travel times across the system by proactively managing congestion and incidents.<br />
|-<br />
| '''Efficiency''' || Operate MoDOT’s existing system efficiently and effectively through the application of TSMO programs before pursuing capacity expansion.<br />
|-<br />
| '''Customer Service''' || Provide timely, accurate, and useful traveler information that supports informed decision-making.<br />
|-<br />
| '''Collaboration''' || Strengthen TSMO-related education, training, and workforce development, while fostering cross-agency partnerships.<br />
|-<br />
| '''Integration''' || Incorporate TSMO principles in planning, project development, design, construction, and maintenance to ensure proactive, rather than reactive, system management.<br />
|}<br />
<br />
Table 909.0.4.2 links MoDOT’s mission to measurable outcomes and example TSMO strategies, demonstrating how operations initiatives directly support statewide goals.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.4.2. Linking MoDOT Mission to Outcomes and Example TSMO Strategies''<br />
|-<br />
! style="width:400px" | Mission !! style="width:400px" | High-Level Outcome !! Example TSMO Strategy<br />
|-<br />
| '''Improving safety (Moving Missourians safely)''' || Reduction in crashes, fatalities, and serious injuries; safer travel for all users || • 909.1.1 Traffic Incident Management<br>• 909.1.3 Road Weather Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br />
|-<br />
| '''Providing high-value, impactful solutions (Delivering efficient and innovative transportation projects; asset management)''' || Cost-effective improvements that maximize existing infrastructure and delay costly expansions || • 909.2.1 Freeway Operations and Management<br>• 909.2.2 Arterial Operations and Management<br>• 909.2.3 Freight Operation<br>• 909.2.4 Vulnerable Road Users<br />
|-<br />
| '''Improving reliability and mobility (Operating a reliable transportation system; Building a prosperous economy for all Missourians)''' || Predictable travel times and improved system performance for people and freight || • 909.1.1 Traffic Incident Management<br>• 909.1.4 Work Zone Traffic Management<br>• 909.1.5 Planned Special Event Management<br>• 909.2.1 Freeway Operations and Management<br>• 909.2.5 Transit Operation<br />
|-<br />
| '''Providing useful and timely traveler information (Providing outstanding customer service)''' || Informed travel decisions by the public, increased user satisfaction || • 909.1.2 Transportation Operations for Emergency Incidents or Disasters<br>• 909.1.3 Road Weather Management<br />
|}<br />
<br />
===909.0.5 Performance Metrics===<br />
Performance metrics provide the foundation for evaluating how well MoDOT’s TSMO strategies are improving the safety, reliability, efficiency, and customer experience of Missouri’s transportation system. The following tables present example measures that create a consistent framework for assessing the effectiveness of TSMO initiatives related to both non-recurring delays (Table 909.0.5.1) and recurring delays (Table 909.0.5.2). By monitoring these metrics over time, MoDOT can identify opportunities for improvement, enhance coordination across disciplines, and promote continuous advancement through data-driven decision-making.<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.1. Linking MoDOT TSMO Strategies for Non-Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="4" | '''909.1.1 Traffic Incident Management''' || Enhance the '''safety''' of traveling public and incident responders || • Number of secondary crashes per incident<br>• Severity (fatalities/serious injuries) of secondary crashes<br>• Percent of incidents with secondary crashes recorded<br>• Number of responders struck-by crashes<br>• Severity of responder-involved crashes<br>• Percent of incidents with responder crash data recorded<br />
|-<br />
| Enhance '''reliability''' and '''efficiency''' of Missouri’s transportation system || • Average roadway clearance time<br>• Average incident clearance time<br>• Percent of incidents meeting clearance time targets<br />
|-<br />
| Strengthen '''coordination''', '''communication''', and '''collaboration''' between MoDOT and TIM partners || • Number of formalized agreements signed<br>• Number of multi-agency TIM meetings held annually<br>• Number of TIM trainings held annually<br>• Partner participation rate in meetings/exercises<br />
|-<br />
| Establish '''TIM policies''', '''procedures''', and '''protocols''' within MoDOT || • Number of formal TIM policies/protocols adopted<br>• Percent of TIM coordinator positions filled and active<br />
|-<br />
| rowspan="2" | '''909.1.2 Transportation Operations for Emergency Incidents or Disasters''' || Enhance '''safety''' and responder protection during emergency incidents || • Number of emergency-related crashes<br>• Severity (fatal/serious injury) of emergency-related crashes<br>• Percent of emergency incidents with responder safety data recorded<br />
|-<br />
| Improve '''reliability''' and '''speed''' of emergency response and system restoration || • Time to activate emergency operations<br>• Duration of emergency lane/road closures<br>• Percent of priority routes restored within target timeframes<br>• Emergency communication system uptime<br>• Average time to deploy emergency traffic control<br />
|-<br />
| rowspan="3" | '''909.1.3 Road Weather Management''' || Improve '''safety''' under adverse weather conditions || • Number of weather-related crashes, fatalities, and serious injuries<br>• Crash rate per weather event<br />
|-<br />
| Enhance '''operational readiness''' and '''timely''' roadway treatment || • Time to treat priority routes during storms<br>• Percent of network treated within specific time thresholds<br>• Materials usage efficiency (salt, brine, abrasives)<br />
|-<br />
| Improve '''traveler information''' accuracy during weather events || • Traveler information system accuracy rate during storms<br>• Number of travel information interactions (511 apps, CMS messages)<br />
|-<br />
| rowspan="2" | '''909.1.4 Work Zone Traffic Management''' || Enhance '''safety''' for workers and motorists in work zones || • Number and rate of work zone crashes<br>• Number of work zone fatalities and serious injuries<br>• Number of work zone intrusions (near-miss events)<br />
|-<br />
| Improve '''mobility''' and reduce unexpected work zone delays || • Work-zone related delays<br>• Percent of work zones meeting mobility targets (queue length, speed, travel time)<br>• Average incident clearance time for work zone-related incidents<br />
|-<br />
| rowspan="2" | '''909.1.5 Planned Special Event Management''' || Ensure '''safe''' travel conditions during special events || • Number and rate of special event-related crashes<br>• Vulnerable Road User (VRU) level of comfort/safety index near event venues<br />
|-<br />
| Improve '''mobility''' and minimize event-related congestion || • Travel time reliability during event periods<br>• Vehicle and pedestrian throughput at key access points<br>• Percent of events meeting planned operational performance targets<br />
|}<br />
<br />
<br />
{| class="wikitable" style="margin:auto"<br />
|+ ''Table 909.0.5.2. Linking MoDOT TSMO Strategies for Recurring Delays to Performance Metrics''<br />
|-<br />
! style="width:400px" | Strategy !! style="width:400px" | Goals !! Example Performance Metric<br />
|-<br />
| rowspan="3" | '''909.2.1 Freeway Operations and Management''' || Support '''safety''' on managed freeway facilities || • Number and rate of crashes on freeway segments<br>• Number of secondary crashes<br />
|-<br />
| Improve '''travel reliability''' on freeway corridors || • Travel time reliability index<br>• Planning time index<br />
|-<br />
| Enhance operational '''efficiency''' on freeway corridors || • Average travel speed and delay<br>• Vehicle and truck throughput<br>• Number of recurring congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.2 Arterial Operations and Management''' || Enhance '''safety''' at signalized intersections and arterials || • Crash frequency and severity at signalized intersections<br>• Pedestrian and bicycle crash rate<br />
|-<br />
| Improve '''efficiency''' of arterial traffic flow || • Arterial travel time and delay<br>• Signal progression quality (arrival on green, bandwidth)<br>• Number of mitigated congestion hotspots<br />
|-<br />
| Enhance '''reliability''' of multimodal arterial operations || • Transit signal delay at signals (if applicable)<br>• Pedestrian crossing delay<br />
|-<br />
| rowspan="2" | '''909.2.3 Freight Operation''' || Improve '''efficiency''' on key freight corridors || • Truck delay at bottlenecks<br>• Freight throughput (corridor or intermodal facility)<br />
|-<br />
| Enhance '''reliability''' of freight travel || • Truck travel time reliability index<br>• Number of freight-related congestion hotspots mitigated<br />
|-<br />
| rowspan="3" | '''909.2.4 Vulnerable Road Users''' || Enhance '''safety''' and '''comfort''' for Vulnerable Road Users (VRUs) || • Number and rate of VRU crashes<br>• VRU level of comfort/safety index<br />
|-<br />
| Improve '''connectivity''' for walking and bicycling || • Miles of connected pedestrian/bicycle facilities<br>• Percent of network meeting connectivity standards<br />
|-<br />
| Support '''sustainable''', multimodal travel options || • Share of trips completed using active modes<br />
|-<br />
| rowspan="3" | '''909.2.5 Transit Operation''' || Enhance '''mobility''' of transit users || • Passenger throughput per route or corridor<br>• Average transit travel time<br />
|-<br />
| Improve transit '''reliability''' and on-time performance || • Percent of on-time arrivals<br>• Transit travel time reliability (travel adherence)<br />
|-<br />
| Improve customer experience and multimodal access || • Customer satisfaction survey results<br>• Pedestrian access quality (stop accessibility index)<br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.1 Non-Congested Route (Non-Recurring Delays)==<br />
<br />
==909.1.1 Traffic Incident Management==<br />
Traffic Incident Management (TIM) reduces the impact of roadway incidents by coordinating detection, response, and clearance activities among transportation, law enforcement, fire, EMS, towing, and other partners.<br />
<br />
While crashes, disabled vehicles, and cargo spills are the most common focus of TIM programs, there are a broader set of disruptions that should be routinely monitored and managed including:<br />
* Debris in the roadway <br />
* Grass fires <br />
* Lane-blocking emergency vehicles <br />
* Vehicle fires <br />
* Heavy congestion<br />
<br />
By incorporating this broader incident set, TIM strategies ensure operators and responders are prepared for a wide range of events that may impact traveler safety and network performance. The following sections outline key strategies for TIM.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Detect and coordinate response ([[#909.1.1.3 Components|909.1.1.3 Components]]), disseminate traveler information ([[#909.1.1.1 Traffic Incident Management Plans|909.1.1.1 Traffic Incident Management Plans]]).<br />
* Maintenance Technicians → Assist with clearance and roadway restoration ([[#909.1.1.3 Components|909.1.1.3 Components]]).<br />
* Emergency Management Agencies → Critical frontline responders ([[#909.1.1.2 Stakeholders|909.1.1.2 Stakeholders]]).<br />
</div><br />
<br />
===909.1.1.1 Traffic Incident Management Plans===<br />
Traffic incidents occur without warning at any time and location on the highway system. On all segments of the interstate and freeway highway system, TIM plans should be developed in coordination with law enforcement and local responders to:<br />
* Reduce response and clearance times.<br />
* Develop alternate plans for handling affected traffic.<br />
* Communicate and coordinate between first responders. <br />
* Communicate traffic impacts to motorists.<br />
<br />
Reference [[:Category:948_Incident_Response_Plan_and_Emergency_Response_Management|EPG 948 Incident Response Plan and Emergency Response Management]] for additional information.<br />
<br />
===909.1.1.2 Stakeholders===<br />
Effective TIM depends on collaboration among a wide range of partners. Law enforcement, fire/rescue, EMS, and towing operators provide immediate on-scene response, while MoDOT personnel and TMCs deliver critical support through detection, traffic control, and traveler information. Each stakeholder brings unique capabilities, and coordinated multi-agency response ensures faster clearance, safer conditions for responders, and more reliable outcomes for the traveling public.<br />
<br />
===909.1.1.3 Components===<br />
The core components of TIM—detection, verification, response, clearance, and recovery—create a structured framework for managing roadway incidents. Detection and verification confirm the incident type and location; coordinated response mobilizes the appropriate agencies; clearance restores traffic lanes and removes hazards; and recovery ensures the roadway is returned to normal operation. Addressing each component systematically reduces incident duration and enhances both safety and reliability.<br />
<br />
==909.1.2 Transportation Operations for Emergency Incidents or Disasters==<br />
Emergency operations ensure safe and effective evacuation and mobility during disasters such as floods, tornadoes, earthquakes, or other emergencies. The following sections outline key strategies for emergency operations during disasters.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Emergency Management Agencies → Coordinate disaster response ([[#909.1.2.1 Frameworks and Coordination|909.1.2.1 Frameworks and Coordination]]).<br />
* Transportation Planners → Prepare evacuation plans ([[#909.1.2.2 Preparedness and Planning|909.1.2.2 Preparedness and Planning]]).<br />
* Traffic Operations Engineers → Manage ingress and egress traffic flow ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
* TMC Operators → Monitor evacuation routes and push real-time traveler information ([[#909.1.2.3 Operational Strategies During Disasters|909.1.2.3 Operational Strategies During Disasters]]).<br />
</div><br />
<br />
===909.1.2.1 Frameworks and Coordination===<br />
MoDOT’s emergency transportation operations shall be conducted in accordance with the National Incident Management System (NIMS) and the Incident Command System (ICS). These frameworks establish the standard structure, terminology, and coordination processes for incident and disaster response at the local, state, and federal levels.<br />
<br />
'''National Incident Management System (NIMS)''':<br />
* Provides a nationwide approach for incident management and coordination.<br />
* Provides emergency transportation operations guidance for interoperable collaboration with law enforcement, fire, EMS, emergency management, and federal partners.<br />
* Establishes common terminology, communication protocols, and resource management procedures to support multi-agency operations.<br />
<br />
'''Incident Command System (ICS)''':<br />
* Serves as the on-scene management structure for all types of incidents.<br />
* Defines clear roles, responsibilities, and reporting relationships across agencies.<br />
* Provides guidance on unified command structures, filling roles such as transportation branch directors, field observers, or technical specialists.<br />
* Provides flexibility to scale operations for localized or statewide events.<br />
<br />
For detailed response information, please contact MoDOT’s Safety and Emergency Management.<br />
<br />
===909.1.2.2 Preparedness and Planning===<br />
* Develop and exercise evacuation and emergency operations plans.<br />
* Use simulation and scenario testing to identify gaps and strengthen interagency protocols.<br />
* Establish pre-designated staging areas for resource allocation, evacuation support, and vehicle marshaling.<br />
<br />
===909.1.2.3 Operational Strategies During Disasters===<br />
* '''Traffic Management''': Complete rapid damage assessment and plan and publish routes for ingress and egress to the impacted area.<br />
* '''Multimodal Evacuations''': Utilize buses, school buses, and regional transit providers to assist in large-scale evacuations.<br />
* '''Route Monitoring''': Employ field observations, cameras, and sensors to track evacuation route conditions in real time.<br />
* '''Public Information''': Provide timely traveler information, evacuation messaging, and updates in coordination with media partners.<br />
<br />
==909.1.3 Road Weather Management== <br />
Road Weather Management strategies improve mobility, reliability, and safety during weather events through strategies such as targeted traveler information, warnings, and operational interventions including Variable Speed Limits (VSL). The following sections outline key strategies for road weather management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Operate dynamic message signs and push alerts ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Maintenance Technicians → Respond to weather conditions, deploy treatment ([[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
* Traffic Operations Engineers → Oversee VSL and integrate road weather information systems data ([[#909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs|909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs]]; [[#909.1.3.2 Road Weather Information Systems|909.1.3.2 Road Weather Information Systems]]).<br />
</div><br />
<br />
===909.1.3.1 Road Weather Warnings/Alerts and Dynamic Message Signs===<br />
Displays real-time information to warn motorists of roadway incidents, construction or congestion ahead that could pose a hazard or cause delays.<br />
<br />
Procedures for Dynamic Message Signs are outlined in [[910.3_Dynamic_Message_Signs_(DMS)|EPG 910.3 Dynamic Message Signs (DMS)]].<br />
<br />
===909.1.3.2 Road Weather Information Systems===<br />
Measure real-time atmospheric parameters, pavement conditions, water level conditions, visibility, and sometimes other variables. Comprises Environmental Sensor Stations (ESS) as they also cover non-meteorological variables in the field, a communication system for data transfer, and central systems to collect field data from numerous ESS.<br />
<br />
==909.1.4 Work Zone Traffic Management== <br />
Work zone strategies reduce risk to workers and travelers while minimizing delays during construction and maintenance activities. These strategies apply to both short-term and long-term work zones, recognizing that every project, regardless of duration, can significantly affect roadway operations and safety. The following sections outline key strategies for work zone traffic management. <br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Incorporate TMP and ITS strategies into project design ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* Work Zone Specialists → Review and manage TMPs, oversee traffic control device setup, and ensure compliance with MoDOT standards ([[#909.1.4.1 Traffic Management Plan|909.1.4.1 Traffic Management Plan]]; [[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Construction Inspectors → Enforce work zone traffic control measures ([[#909.1.4.2 Traffic Incident Management Plan|909.1.4.2 Traffic Incident Management Plan]]).<br />
* Traffic Operations Engineers → Oversee ITS integration and system strategies ([[#909.1.4.3 Smart Work Zones|909.1.4.3 Smart Work Zones]]; [[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
* TMC Operators → Monitor work zones and disseminate real-time traveler information ([[#909.1.4.4 Use of Intelligent Transportation Systems|909.1.4.4 Use of Intelligent Transportation Systems]]).<br />
</div><br />
<br />
===909.1.4.1 Traffic Management Plan===<br />
The Transportation Management Plan (TMP) consists of strategies to manage the work zone impacts of a project. Each TMP is tailored to the unique conditions of a project and typically incorporates three coordinated elements: Traffic Control Plan (TCP), Traffic Operations (TO), and Public Information (PI). <br />
<br />
As an initial step, a project design should be selected to eliminate or minimize additional delays and traffic queueing during construction. [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] provides tools to access the traffic impact of the proposed project design(s).<br />
<br />
For additional detail on the required elements, development process, and documentation standards for TMPs, reference [[616.20_Work_Zone_Safety_and_Mobility_Policy#616.20.9_Work_Zone_Transportation_Management_Plan|EPG 616.20.9 Work Zone Transportation Management Plan]].<br />
<br />
===909.1.4.2 Traffic Incident Management Plan===<br />
When traffic incidents occur within a work zone, it is imperative to clear the incident and restore traffic as quickly as possible. To aid in this effort, a project-based traffic incident management (TIM) plan should be developed for all significant projects on interstate and freeways.<br />
<br />
Reference [[#909.1.1.1 Traffic Incident Management Plans|EPG 909.1.1.1 Traffic Incident Management (TIM) Plans]] for additional information.<br />
<br />
===909.1.4.3 Smart Work Zones===<br />
Once a project design has been determined, the [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay#MoDOT_Work_Zone_Impact_Analysis_Spreadsheet|MoDOT Work Zone Impact Analysis Spreadsheet]] will assist in determining which smart work zones strategies should be included in the project to provide information and warnings to motorists to improve work zone safety and traffic mobility. Additionally, the [[media:909_WZM_Guidebook.pdf|Work Zone Management Guidebook]] provides information about tools and strategies for work zone management that will maximize safety and minimize the impacts to traffic. The [[media:909_WZM_Presentation.pdf|Work Zone Management Guidebook Presentation]] provides additional information about the guidebook. Additional information can also be found in [[616.19_Work_Zone_Capacity,_Queue_and_Travel_Delay|EPG 616.19 Work Zone Capacity, Queue and Travel Delay]] and [[616.20_Work_Zone_Safety_and_Mobility_Policy|EPG 616.20 Work Zone Safety and Mobility Policy]].<br />
<br />
===909.1.4.4 Use of Intelligent Transportation Systems===<br />
Intelligent Transportation Systems (ITS) devices (cameras, sensors, communication systems) provide detection and real-time monitoring of work zones.<br />
<br />
Procedures for ITS devices are outlined in [[:Category:910_Intelligent_Transportation_Systems|EPG 910 Intelligent Transportation Systems]].<br />
<br />
==909.1.5 Planned Special Event Management==<br />
Special event management strategies ensure safe and efficient mobility during large gatherings, sporting events, and other planned activities. The following sections outline key strategies for planned special event management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Develop TMPs for special events and coordinate agencies ([[#909.1.5.1 Pre-Event Planning|909.1.5.1 Pre-Event Planning]]; [[#909.1.5.4 Post-Event Evaluation|909.1.5.4 Post-Event Evaluation]]).<br />
* Traffic Operations Engineers → Design strategies for traffic flow and multimodal support ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
* TMC Operators → Manage day-of-event operations and traveler communications ([[#909.1.5.3 Day-of-Event Operations|909.1.5.3 Day-of-Event Operations]]).<br />
* Emergency Management Agencies → Manage access, safety, and enforcement ([[#909.1.5.2 Implementation|909.1.5.2 Implementation]]).<br />
</div> <br />
<br />
===909.1.5.1 Pre-Event Planning===<br />
* Develop Transportation Management Plans (TMPs) with input from MoDOT, local agencies, law enforcement, transit providers, and event organizers.<br />
* Identify needs for Emergency Operations Center (EOC) and Joint Operations Center (JOC) activation, staffing augmentation, and resource staging for high-profile or large-scale events (e.g., sporting events, major concerts, parades, funerals, festivals, eclipse, political events).<br />
* Plan for multimodal access (transit, walking, biking) and freight restrictions, where applicable.<br />
<br />
===909.1.5.2 Implementation===<br />
* Deploy traffic control devices, signage, and ITS in advance of the event.<br />
* Coordinate with law enforcement and emergency management on enforcement zones, access control, and responder staging.<br />
* Conduct interagency briefings to confirm roles, responsibilities, and communication protocols.<br />
<br />
===909.1.5.3 Day-of-Event Operations===<br />
* Manage traffic and crowd circulation using TMC monitoring, field staff, and real-time traveler information (dynamic message signs, push alerts, social media).<br />
* Coordinate with EOC/JOC if activated to ensure situational awareness and resource support.<br />
* Adjust plans dynamically to address congestion, incidents, or security needs.<br />
<br />
===909.1.5.4 Post-Event Evaluation===<br />
* Conduct after-action reviews with MoDOT staff, law enforcement, emergency management, and event organizers.<br />
* Document lessons learned, identify gaps in staffing or coordination, and refine TMPs for future events.<br />
* Capture performance measures such as clearance times, delay estimates, and traveler feedback.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==909.2 Congested Route (Recurring Delays)==<br />
<br />
==909.2.1 Freeway Operations and Management==<br />
Freeway operations strategies enhance safety, reduce recurring congestion, and improve travel time reliability on major corridors. The following sections outline key strategies for freeway operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* TMC Operators → Monitor and adjust dynamic controls, coordinate corridor operations, and manage incident response ([[#909.2.1.1 Ramp Management and Control|909.2.1.1 Ramp Management and Control]]; [[#909.2.1.3 Dynamic Speed Limits|909.2.1.3 Dynamic Speed Limits]]; [[#909.2.1.4 Queue Warning|909.2.1.4 Queue Warning]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]).<br />
* Traffic Operations Engineers → Design freeway operations strategies, oversee policy-sensitive strategies, and evaluate corridor performance ([[#909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)|909.2.1.2 Part-Time Shoulder Use]]; [[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.7 Managed Lanes|909.2.1.7 Managed Lanes]]).<br />
* Information Systems Managers → Maintain ITS infrastructure, support automated detection, and ensure system integration for real-time operations ([[#909.2.1.5 Integrated Corridor Management|909.2.1.5 Integrated Corridor Management]]; [[#909.2.1.6 Transportation Management Centers|909.2.1.6 Traffic Management Centers]]; [[#909.2.1.8 Automated Incident Detection|909.2.1.8 Automated Incident Detection]]).<br />
</div> <br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.1.1 Ramp Management and Control===<br />
Ramp management and control strategies, including ramp metering and adaptive ramp management, regulate vehicle entry onto freeways to improve merging operations, reduce conflicts, and smooth overall traffic flow. This remains a dynamic application where it is implemented, with operational adjustments based on corridor conditions.<br />
<br />
Currently, Missouri does not operate continuous ramp metering systems. Instead, ramp meters are activated dynamically based on real-time traffic conditions when metrics (such as speed, volume, and/or density) exceed predefined thresholds. <br />
<br />
===909.2.1.2 Part-Time Shoulder Use (Hard Shoulder Running)===<br />
Part-time shoulder use, also known as hard shoulder running, allows roadway shoulders to serve as temporary travel lanes during peak periods, incidents, or emergencies. Applications may be designed for all vehicles or limited to transit operations.<br />
<br />
This strategy is increasingly being implemented by peer agencies across the country, particularly in corridors with limited right-of-way or peak-period capacity needs. While Missouri does not currently have any active applications of part-time shoulder use, the concept may present opportunities in select corridors - especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
===909.2.1.3 Dynamic Speed Limits===<br />
Dynamic speed limits adjust posted speed limits in real time based on conditions such as traffic flow, weather, or incidents. This approach has been applied by several peer agencies to improve safety, smooth traffic flow, and reduce crash risk.<br />
<br />
In Missouri, there are no permanent applications of dynamic speed limits in routine freeway operations. However, the strategy may hold value in targeted, temporary contexts—particularly in work zones where changing conditions require more flexible speed management.<br />
<br />
===909.2.1.4 Queue Warning===<br />
Queue warning systems are designed to alert motorists of slow or stopped traffic ahead, reducing the likelihood of sudden braking and rear-end collisions in congested conditions. These systems typically consist of roadside sensors and Changeable Message Signs (CMS) that detect traffic slowdowns and display real-time warnings to approaching drivers. When sensors identify slowed or stopped vehicles, signals are transmitted to the CMS, which then display queue warning messages. Placement of sensors and signs is critical-warnings should activate when a queue extends to within 1-2 miles upstream, depending on speed, to provide adequate driver reaction time. In Missouri, current applications of queue warning rely exclusively on Dynamic Message Signs (DMS) rather than flashing beacons.<br />
<br />
===909.2.1.5 Integrated Corridor Management===<br />
Integrated Corridor Management (ICM) refers to coordinated operations across multiple facilities within a corridor—primarily freeways and parallel arterials. The goal is to manage congestion holistically by making better use of available capacity, balancing demand, and improving traveler information.<br />
<br />
===909.2.1.6 Transportation Management Centers===<br />
Transportation Management Centers (TMCs) serve as the operational backbone of ICM. From TMCs, MoDOT staff monitor real-time traffic conditions, manage ITS devices, coordinate incident response, and adjust strategies such as ramp metering or queue warning. This centralized approach enables proactive management of corridors, ensuring safety and reliability during incidents, work zones, and peak travel periods.<br />
<br />
===909.2.1.7 Managed Lanes===<br />
Managed lanes are roadway segments where access and use are actively regulated to improve traffic flow, safety, or reliability. Common approaches used nationally include bus-only lanes and truck-only lanes. These treatments are typically considered in locations with recurring congestion, limited right-of-way, or freight movement challenges.<br />
<br />
At present, Missouri has no active managed lane facilities.<br />
<br />
===909.2.1.8 Automated Incident Detection===<br />
Automated incident detection systems use roadside sensors, video feeds, and software algorithms to identify crashes, stalled vehicles, or other disruptions in real time. These systems often integrate AI-based analytics with CCTV camera footage to detect unusual traffic patterns or stopped vehicles more quickly than traditional operator observation alone. By providing earlier notification of likely incidents, automated detection enhances safety, reduces secondary crashes, and improves response times for emergency and traffic management personnel. <br />
<br />
==909.2.2 Arterial Operations and Management==<br />
Arterial operations strategies improve mobility, safety, and reliability on surface streets through targeted improvements, signal operations, and multimodal accommodations. These strategies focus on reducing congestion at bottlenecks, enhancing intersection performance, and supporting consistent travel across urban and suburban corridors.<br />
<br />
In Missouri, arterial management is often a shared responsibility between MoDOT and regional or local partners. For example, the Kansas City region’s Operation Green Light program coordinates arterial signal timing and corridor operations in collaboration with MoDOT and multiple local jurisdictions. Other examples include MoDOT’s partnership with St. Charles in the St. Louis region and collaboration with the City of Springfield and the Ozarks Transportation Organization. Similar arrangements may exist in other regions where MPOs, cities, or counties lead day-to-day arterial management. Practitioners should recognize that depending on the corridor and location, responsibility for arterial operations may rest with another entity, requiring coordination and partnership to ensure consistent system performance.<br />
<br />
The following sections outline key strategies for arterial operations and management.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Traffic Operations Engineers → Manage signals, coordination, and adaptive timing ([[#909.2.2.3 Traffic Signal Program Management|909.2.2.3 Traffic Signal Program Management]]; [[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.5 Transit Signal Priority|909.2.2.5 Transit Signal Priority]]).<br />
* Design Engineers → Implement innovative intersections and targeted improvements ([[#909.2.2.1 Targeted Infrastructure Improvements|909.2.2.1 Targeted Infrastructure Improvements]]; [[#909.2.2.2 Innovative Intersection Designs|909.2.2.2 Innovative Intersection Designs]]).<br />
* TMC Operators → Oversee corridor signal adjustments and incident response ([[#909.2.2.4 Traffic Signal Timing and Coordination|909.2.2.4 Traffic Signal Timing and Coordination]]; [[#909.2.2.6 Arterial Dynamic Shoulder Use|909.2.2.6 Arterial Dynamic Shoulder Use]]).<br />
</div><br />
<br><br />
<div style="margin: auto; width:875px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div><br />
<br />
===909.2.2.1 Targeted Infrastructure Improvements===<br />
Targeted infrastructure improvements are localized enhancements that address recurring bottlenecks or multimodal safety concerns on arterial corridors. Common treatments include new or extended turn lanes to reduce delay at intersections, access control to improve traffic flow and safety, and bus pullouts to minimize transit-related delays. Pedestrian and bicyclist accommodations such as crosswalk improvements, refuge islands, and protected lanes also support safer and more reliable mobility for all users.<br />
<br />
===909.2.2.2 Innovative Intersection Designs===<br />
Innovative intersection designs apply alternative layouts to improve safety and efficiency where traditional designs are constrained. Examples include restricted crossing U-turns (RCUTs), median U-turns, and displaced left-turn (continuous flow) intersections, which reduce conflict points and increase throughput. These designs are increasingly considered where right-of-way is limited, traffic volumes are high, or safety issues persist with conventional layouts.<br />
<br />
Additional information can be found in [[233.5_Intersection_Alternatives|EPG 233.5 Intersection Alternatives]].<br />
<br />
===909.2.2.3 Traffic Signal Program Management===<br />
A comprehensive traffic signal program provides the framework for maintaining effective corridor operations. Program elements include monitoring and evaluating existing signal systems, scheduling recurring retiming efforts, and integrating new technologies over time. A proactive, programmatic approach ensures that signals are managed consistently across jurisdictions, providing reliable performance and minimizing inefficient, piecemeal adjustments.<br />
<br />
Procedures for signal operation and maintenance are outlined in [[902.1_General_(MUTCD_Chapter_4A)#902.1.10_Responsibility_for_Operation_and_Maintenance_(MUTCD_Section_4A.10)|902.1.10 Responsibility for Operation and Maintenance (MUTCD Section 4A.10)]].<br />
<br />
===909.2.2.4 Traffic Signal Timing and Coordination===<br />
Traffic signal timing and coordination strategies are a cost-effective approach to improve arterial operations. By updating signal timing plans and coordinating operations across intersections, agencies can reduce delays and support more predictable travel along corridors. These strategies allow signal operations to reflect current traffic conditions, land use patterns, and system changes, while also providing a foundation for integrating advanced technologies such as adaptive control.<br />
<br />
<u>Applications:</u><br />
* '''Traffic Signal Retiming''' – Updating the timing plans for one signalized intersection or a corridor of intersections based on the latest traffic volumes. Retiming is recommended every few years or after significant changes to transportation systems or land use within a given area.<br />
* '''Traffic Signal Coordination''' – Coordinating traffic signal timing along a corridor to enable a “green wave” of vehicles traveling through a sequence of signals. Coordination optimizes the splits and offsets of signals to allow for smoother, progressive traffic flow.<br />
* '''Adaptive Traffic Signal Control''' – Coordinating traffic signal timing across a network using real-time detector data to accommodate current, prevailing traffic patterns. This allows for dynamic adjustment of timing in response to fluctuating traffic conditions.<br />
<br />
===909.2.2.5 Transit Signal Priority===<br />
Transit signal priority (TSP) strategies adjust signal phasing to reduce delay for buses and improve the efficiency of transit operations. TSP can extend green phases and/or provide early green intervals to help transit vehicles move more consistently through intersections. By enhancing the speed and reliability of bus service, TSP supports multimodal goals and encourages greater use of transit along arterial corridors.<br />
<br />
===909.2.2.6 Arterial Dynamic Shoulder Use===<br />
Arterial dynamic shoulder use provides additional capacity and improves multimodal efficiency by repurposing existing roadway space under defined conditions. Dynamic shoulder use allows roadway shoulders to operate as travel lanes during peak periods or special events, while maintaining their primary role for emergency access during off-peak times. This strategy can help reduce delays, improve vehicle-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
Although Missouri does not currently implement arterial dynamic shoulder use, the approach may offer targeted benefits in select corridors-especially where traditional widening is not feasible and where shoulders are constructed to full-depth pavement standards.<br />
<br />
==909.2.3 Freight Operation==<br />
Freight operations strategies address truck mobility, parking, and safety near freight generators such as ports and distribution centers. The following sections outline key strategies for freight operations.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Transportation Planners → Coordinate freight corridors, permitting, and parking strategies ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.2 Truck Parking|909.2.3.2 Truck Parking]]; [[#909.2.3.3 Regional Permitting|909.2.3.3 Regional Permitting]]).<br />
* Traffic Operations Engineers → Oversee technology applications and truck restrictions ([[#909.2.3.1 Freight Operations Around Ports and Generators|909.2.3.1 Freight Operations Around Ports and Generators]]; [[#909.2.3.4 Technology Applications for Freight|909.2.3.4 Technology Applications for Freight]]; [[#909.2.3.5 Connected and Automated Freight Vehicles|909.2.3.5 Connected and Automated Freight Vehicles]]).<br />
</div><br />
<br />
Reference MoDOT’s [https://www.modot.org/2022-state-freight-and-rail-plan-documents 2022 State Freight and Rail Plan Documents] for additional information.<br />
<br />
===909.2.3.1 Freight Operations Around Ports and Generators===<br />
Freight hubs such as ports, intermodal yards, and distribution centers generate concentrated truck activity that can create localized congestion and safety concerns. Targeted operational improvements may include intersection upgrades, dedicated freight lanes, improved signage, or optimized signal timing along key freight corridors. These measures reduce bottlenecks, improve travel time reliability for trucks, and minimize conflicts between freight and passenger vehicles in high-demand areas.<br />
<br />
===909.2.3.2 Truck Parking===<br />
Adequate truck parking is essential for driver safety, freight efficiency, and regulatory compliance. Strategies include the development of new truck parking facilities, upgrades to existing rest areas, and the integration of real-time availability systems that help drivers locate spaces. Reservation tools and wayfinding applications can further support efficient parking use and reduce the safety risks associated with unauthorized shoulder or ramp parking.<br />
<br />
===909.2.3.3 Regional Permitting===<br />
Freight often crosses multiple jurisdictions, and inconsistent permitting processes can add delay and administrative burden. Regional permitting strategies streamline requirements by coordinating across state, county, and local agencies. Harmonizing size, weight, and routing approvals enhances efficiency for carriers while reducing redundant processes for agencies, particularly along high-volume freight corridors.<br />
<br />
===909.2.3.4 Technology Applications for Freight===<br />
Technology provides powerful tools for managing freight mobility. Examples include routing platforms that help drivers avoid weight-restricted bridges or low-clearance structures, monitoring systems that track freight movement in real time, and automated clearance technologies at weigh stations or ports of entry. Collectively, these applications enhance efficiency, improve safety, and provide data to better manage freight corridors.<br />
<br />
===909.2.3.5 Connected and Automated Freight Vehicles===<br />
The freight industry is a leading sector for testing and deploying connected and automated vehicle (CV/AV) technologies. Applications may include platooning, automated truck-mounted attenuators, or fully automated long-haul freight operations. These technologies have the potential to improve safety, reduce driver fatigue, and increase efficiency in freight corridors. Early deployment efforts require coordination with industry, agencies, and technology providers to ensure infrastructure readiness and to evaluate operational impacts.<br />
<br />
==909.2.4 Vulnerable Road Users==<br />
Vulnerable road users (VRUs) are individuals who travel without the protection of an enclosed vehicle and therefore face a greater risk of serious injury in a collision. VRUs include pedestrians, roadway workers, individuals using wheelchairs or other personal mobility devices, bicyclists, motorcyclists, and users of electric scooters and other micromobility devices. The following sections outline key strategies to improve safety, access, and comfort for these users within the transportation system.<br />
<br />
<div style="margin-top: 5px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''Users:'''<br />
* Design Engineers → Implement bike lanes, pedestrian facilities, and safety enhancements ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.2 Pedestrian and Accessibility Facilities|909.2.4.2 Pedestrian and Accessibility Facilities]]; [[#909.2.4.3 Bicycle Lanes and Cycle Tracks|909.2.4.3 Bicycle Lanes and Cycle Tracks]]).<br />
* Transportation Planners → Support multimodal planning and education programs ([[#909.2.4.1 Safety Enhancements|909.2.4.1 Safety Enhancements]]; [[#909.2.4.4 VRU Education and Outreach|909.2.4.4 VRU Education]]).<br />
</div><br />
<br />
===909.2.4.1 Safety Enhancements===<br />
Selective deployment of safety enhancements should be informed by [[:Category:907_Traffic_Safety|EPG Category:907 Traffic Safety]] and tailored to the needs of VRUs. Enhancements may include improved crossings, lighting, signing and pavement markings, speed management strategies, traffic calming measures, work zone protections for roadway workers, and design treatments that reduce conflicts involving motorcyclists and micromobility users.<br />
<br />
===909.2.4.2 Pedestrian and Accessibility Facilities===<br />
Sidewalks, shared-use paths, accessible curb ramps, transit stop connections and enhanced or grade-separated crossings should be prioritized where safety risks, accessibility needs, or network gaps are identified. Integrating these facilities in alignment with Complete Streets principles ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) helps ensure safe, efficient access for pedestrians and individuals using wheelchairs or other mobility devices.<br />
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===909.2.4.3 Bicycle Lanes and Cycle Tracks===<br />
Where conditions and community priorities warrant, dedicated bike lanes or protected cycle tracks can significantly enhance comfort and safety for bicyclists and other micromobility users, including users of electric scooters and similar devices. MoDOT’s Complete Streets guidance ([[907.10_Complete_Streets|EPG 907.10 Complete Streets]]) supports integrating these features into designs that serve all users – including VRUs – within roadway corridors.<br />
<br />
===909.2.4.4 VRU Education and Outreach===<br />
Support community-informed education and outreach programs that promote safe behaviors among VRUs. Programs may address the needs of pedestrians, bicyclists, micromobility users, motorcyclists, individuals with disabilities, and drivers, and may include collaboration with local schools, community organizations, advocacy groups, employers, transit agencies, and public safety partners.<br />
<br />
==909.2.5 Transit Operation==<br />
Transit operations strategies improve speed, reliability, and accessibility of transit services. The following sections outline key strategies for transit operations.<br />
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'''Users:'''<br />
* Transit Agencies → Operate BRT, implement TSP, and manage transit vehicles ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.4 Transit Operation Vehicles|909.2.5.4 Transit Operation Vehicles]]).<br />
* Transportation Planners → Plan multimodal centers and support dynamic transit strategies ([[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]; [[#909.2.5.5 Multimodal Transportation Centers|909.2.5.5 Multimodal Transportation Centers]]).<br />
* Traffic Operations Engineers → Support signal priority and corridor treatments ([[#909.2.5.1 Transit Signal Priority|909.2.5.1 Transit Signal Priority]]; [[#909.2.5.2 Bus Rapid Transit|909.2.5.2 Bus Rapid Transit]]; [[#909.2.5.3 Transit-Only Lanes|909.2.5.3 Transit-Only Lanes]]).<br />
</div><br />
<br />
===909.2.5.1 Transit Signal Priority=== <br />
Transit Signal Priority (TSP) strategies modify traffic signal operations to reduce delay and improve on-time arrivals for buses and other transit vehicles.<br />
<br />
Additional information on TSP is provided in [[#909.2.2.5 Transit Signal Priority|EPG 909.2.2.5 Transit Signal Priority]].<br />
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===909.2.5.2 Bus Rapid Transit===<br />
Bus Rapid Transit (BRT) incorporates a combination of dedicated lanes, intersection treatments, and enhanced stations to provide faster and more reliable bus service. Treatments such as queue jump lanes and high-capacity vehicles further enhance performance. BRT can serve as a cost-effective alternative to rail in high-demand corridors, delivering rapid, frequent, and reliable service with improved passenger amenities.<br />
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===909.2.5.3 Transit-Only Lanes===<br />
Transit-only lanes provide additional capacity and improve multimodal efficiency by repurposing existing roadway space under defined conditions. Transit-only lanes dedicate roadway space to buses, enabling more reliable service and improving schedule adherence in congested corridors. This strategy can help reduce delays, improve person-throughput, and support multimodal goals in areas where right-of-way is constrained and traditional widening is not feasible. Successful implementation requires clear operational policies, appropriate signing and striping, and coordination with enforcement and transit partners to ensure safety and effectiveness.<br />
<br />
This strategy may offer targeted benefits in select corridors where shoulders are constructed to full-depth pavement standards.<br />
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'''Policy Coordination''' – Any consideration or application of the following strategies in Missouri should be closely coordinated with MoDOT’s '''Central Office of Highway Safety and Traffic (COHST)''' to ensure consistency with policy, design standards, and operational oversight.<br />
</div> <br />
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===909.2.5.4 Transit Operation Vehicles===<br />
Transit vehicle operations may require unique roadway considerations. Streetcars, for example, share corridors with general traffic and necessitate signal coordination and geometric design adjustments for turning movements. Similarly, buses may require accommodations such as bus pullouts, curb extensions, or boarding islands to improve efficiency and passenger safety. These vehicle-specific considerations support smoother operations and minimize conflicts with other modes.<br />
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===909.2.5.5 Multimodal Transportation Centers===<br />
Multimodal transportation centers serve as hubs that integrate multiple travel modes, including bus, rail, bike, and pedestrian connections. These facilities improve regional accessibility by consolidating transfers in a single location and providing amenities such as shelters, ticketing, and real-time traveler information.<br />
<br />
In Missouri, existing park-and-ride facilities present opportunities to serve as future multimodal centers. When thoughtfully designed, these centers encourage greater transit use, strengthen first- and last-mile connections, and elevate the role of transit in supporting regional mobility.<br />
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='''REVISION REQUEST 4172'''=<br />
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Partial payments are payments made over the course of the contract each estimate period, and payments made for material allowance.<br />
<br />
==109.7.1 Payment Estimates==<br />
[https://modotweb.modot.mo.gov/ContractorPayEstimates/Home/AllDocuments Payment estimates] are generated by construction staff with the AASHTOWare Project (AWP) computer software application.<br />
<br />
===109.7.1.1===<br />
Estimates will be generated for all active contracts when work is performed during the estimate period. This includes all estimates for contracts which will result in a negative payment.<br />
<br />
===109.7.1.2=== <br />
The first level of estimate generation will be designated by the Resident Engineer at the time of notice to proceed, in accordance with Sec 618.<br />
<br />
When work has been performed, progress estimates will be generated for estimate end dates as posted on the [https://epg.modot.org/forms/CM/Contractor_Pay_Estimate_Schedule.pdf website]. The Central Office Financial Services office will issue the schedule of estimate due dates annually. AWP estimates should be approved by Level 2 (Resident Engineer) by the estimate due date posted on the schedule.<br />
<br />
===109.7.1.3===<br />
Two payment estimates shall be made per month for active contracts. The official pay estimates shall be generated with the period ending dates as indicated on the [https://epg.modot.org/forms/CM/Contractor_Pay_Estimate_Schedule.pdf contractor payment schedule]. There may be exceptions to the estimate periods depending upon the financial systems as notified by the AWP Administrator.<br />
<br />
All indexes based upon a monthly index value shall use the same index value for the entire estimate period even though the index value may be reestablished on the 1st of the month. For example, the asphalt and fuel index values change on the 1st of the month, but any work completed on the 1st shall use the same index value as the previous month so that the entire 16th to 1st estimate period uses the same index value.<br />
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===109.7.1.4===<br />
Supplemental estimates will not be generated unless specifically instructed to do so by the AWP administrator.<br />
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Final Estimates shall be generated by the Resident Engineer prior to submission of the final plans to the District for checking. <br />
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===109.7.1.5===<br />
Payment estimates must be supported by documentary evidence that work items allowed have actually been done. Evidence may be in the form of scale tickets, daily work reports, material receipts, etc. Earthwork quantities may, for example, be supported by load count entries in the inspector's remarks, ''or by noting the station limits completed within a balance (or the portion thereof)''. Weight or volume tickets are a sound basis for allowing payment on items measured in this manner. The payment estimate is intended to provide payment to the contractor for all work performed during the estimate period. In no case should payment for specification compliant and accepted work be delayed beyond the estimate period following the period in which the work was performed.<br />
<br />
Check all items against inspection records to be sure they are properly approved.<br />
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===109.7.1.6===<br />
The Division Final Plans Reviewer shall notify the Resident Engineer when the final estimate is approved and sent to Central Office-Financial Services for project closeout. <br />
<br />
==109.7.2 Material Allowance==<br />
The Quick Reference Guide (QRG) for [https://epg.modot.org/forms/CM/AWP_CO_Construction_Stockpiles.doc stockpile materials] details how a payment may be made in accordance with the general requirements within AWP. Check the specification for the minimum acceptable material allowance. Non-perishable items to be incorporated in the finished product may, in general, be included on the estimate for stockpile materials provided satisfactory inspection reports, certifications or mill test reports and required invoices are in the project file. When the item first appears on the estimate, the resident engineer must have on file a copy of an invoice to substantiate the unit prices allowed. Receipted bills for all materials allowed on the estimate must be furnished to the resident engineer within the time established by specifications, or the item must be eliminated from future estimates. Missouri state sales tax may be included in material allowances if shown on invoices or receipted bills. Each receipted bill must be marked or stamped paid with date of payment shown, as well as the name of the firm and signature of the person who received payment. All invoices and receipted bills obtained to substantiate material allowances during progress of the project are to be filed in eProjects as part of the permanent project record. <br />
<br />
Some aggregates are accepted for "quality only" at the point of production. Total acceptance is not made at the time of production because additional processing and/or screening are required before incorporation into the final product. If gradation tests, which are run for information purposes only, indicated it is reasonably possible to produce an acceptable finished product, this material may be included in the stockpile material payment.<br />
<br />
If test reports or visual inspection on the above material or other material that might be produced and accepted indicate that it will be unsatisfactory at a later date due to gradation, excess P.I., segregation, contamination, etc., these materials should not be included on the stockpile materials payment. <br />
<br />
The price per unit for material produced by the contractor or by a producer other than an established commercial producer should reflect the actual cost of production. The units shown under material estimate should be the same unit of measure used in the bid item where possible, such as pound for steel, linear foot for piles, etc. Where this is not possible, a convenient unit such as ton for aggregate should be used. Quantities in excess of contract requirements should not be allowed. Hauling costs should not normally be included in the unit cost of any material unless it has been hauled to a site where it can immediately be incorporated in the finished product or work. If hauling cost is allowed, it must be considered with relation to the value of the material in case it is necessary for the state to take it over. Stockpiling costs are not to be included as part of the unit cost. <br />
<br />
Items that are to be accepted by project personnel must be inspected and found satisfactory prior to being included on a stockpile materials payment. Quantities for materials included on a stockpile materials payment should never exceed approved quantities. <br />
<br />
Before an allowance will be approved for payment on material stockpiled or stored on private property, or for aggregates stored on property operated as a commercial business, a lease agreement from the contractor or subcontractor showing compliance with the following points must be submitted to the district office for approval. <br />
<br />
: '''1.''' A complete land description covered in the lease form and the haul distance from the lease area to the project. <br />
: '''2.''' The following statement included in the lease agreement: <br />
:: "It is understood and agreed by the parties hereto that the land herein involved is to be used as a materials storage site and that the prime contractor, whether or not the lessee herein, may obtain payment from the Missouri Highway and Transportation Commission for material stored thereon". <br />
:: "It is further understood and agreed by the parties hereto that the prime contractor or contractor having a written agreement with the Missouri Highway and Transportation Commission for the construction of highway work involving this lease and the materials stored thereon, whether or not the lessee, and the employees of the Missouri Highway and Transportation Commission shall have the right of access to the property covered by this lease at all times during its existence and that in the event of default on the part of the lessee or the prime contractor, if other than lessee, the Missouri Highway and Transportation Commission may enter upon the property and remove said materials to the extent to which advance payments were made thereon". <br />
:: An area leased on property operated as a commercial business must be posted so as to divorce the site for stockpiling of highway materials from the commercial operation. <br />
:: If either party to the lease agreement is incorporated, it is essential that an Acknowledgment by Corporation be attached for each corporation involved since an individual cannot legally bind a corporation without duly enacted authorization by the corporation's Board of Directors. A suitable form for this purpose is shown in ''Agreement for Shifting State Highway Entrance'', page 1. Other forms may be used by some corporations and are acceptable if they fulfill the intent of the form illustrated. Leases involving corporations should not be accepted without the Acknowledgment. <br />
:: Signatures by individuals must be notarized, or be witnessed by at least two disinterested persons. The address of witnesses should be shown. <br />
:: When material is stored on property owned by a railroad and is accessible by a public roadway, it is not necessary to obtain a lease agreement to permit this material to be placed on the estimate as a stockpile material. <br />
:: If hauling charges are to be included as part of the cost of materials allowed for payment, invoices for hauling charges must be provided by the contractor in the same manner as invoices for the material. An exception to this requirement is allowance for the cost of the rail freight. For rail freight the contractor should supply a copy of the first freight bill to substantiate the freight rate. In lieu of submitting receipted freight bills, the contractor may then sign a statement on each material invoice indicating that freight charges have been paid. If the contractor prefers, a letter may be submitted listing several invoices and indicating freight charges that have been paid. Whichever procedure is adopted, the resident engineer must be assured that freight charges have been indicated as paid for all materials invoices submitted to verify quantities. <br />
:: The engineer may also include in any payment estimate an amount not to exceed 90 percent of the invoice value of any inspected and accepted fabricated structural steel items, structural precast concrete items, permanent highway signs, and structural sign trusses. These items must be finally incorporated in the completed work and be in conformity with the plans and specifications for the contract. These items may be stored elsewhere in an acceptable manner provided approved shop drawings have been furnished covering these items and also provided the value of these items is not less than $25,000 for each storage location for each project. <br />
:: The engineer may also include in any payment estimate, on contracts containing 100 tons or more of structural steel, an amount not to exceed 100 percent of the receipted mill invoice value of structural carbon steel or structural low alloy steel, or both, which is to form a part of the completed work and which has been produced and delivered by the steel mill to the fabricator. <br />
<br />
While the nature and quality of material is the contractor’s responsibility until incorporated into the project, material presented for stockpile materials payment must be inspected prior to being approved for payment. The nature of that inspection is at the discretion of the engineer and may include sampling and testing to determine whether the material has a reasonable potential of compliance, once incorporated into the project. This sampling and testing may occur wherever the material is offered for stockpile materials payment, including stockpiles in quarries and at other off-project sites. Material that is a component of a mix may be compared to the associated mix design or to any other specification criteria that may apply.<br />
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='''REVISION REQUEST 4175'''=<br />
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===321.2.1.2 Types of Reports=== <br />
[[image:321.2.1.2.jpg|right|100px]]<br />
'''1. The soil survey report''' touches on foundations by pointing out possible foundation problems. It also contains basic slope recommendations which affect bridge length, soil types and properties for pavement design, depths to rock and type of rock for determining cut quantities, and cut slope recommendations for soil and rock. <br />
<br />
'''2. The preliminary bridge foundation report,''' which is submitted by the district as an adjunct to the soil survey report, is usually furnished to the Bridge Unit for their guidance in preparing preliminary bridge layouts and to the Materials Engineering Unit for guidance in conducting a more detailed foundation investigation. (Preliminary borings for such reports may be omitted where access problems are especially difficult.) <br />
<br />
'''3. The final foundation investigation report''' will provide the requested properties from Form A of the Bridge Division Request for Soil Properties in accordance with EPG Sections 320, 321, 700 and other applicable sections. The report will also provide seismic properties as requested on Form B. The Bridge Division or District will provide the preliminary structure layout and location of each foundation location. The Geotechnical Section will determine boring locations and sampling frequency based on guidance in, EPG 321.2 Geotechnical Guidelines, and specific site conditions. The Geotechnical Section may make recommendations for specific foundation types if site conditions require special considerations. The intent is to provide the Bridge Division or District with the information needed to develop designs for the foundation types practical for a particular site. Rules of thumb as to what is practical have been developed jointly by the Geotechnical Section and the Bridge Division. These are discussed in the applicable sections within the EPG.<br />
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=='''701 Drilled Shafts'''==<br />
<br />
Substructure foundations may be designed to transmit loads to foundation strata by concrete columns cast in drilled holes. See [[751.37 Drilled Shafts|EPG 751.37 Drilled Shafts]] for design guidance and additional information.<br />
<br />
This type of foundation is identified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] of the Standard Specifications as Drilled Shafts. A drilled shaft is generally considered a deep foundation. <br />
<br />
'''Drilled shafts for bridge structures:''' <br />
<br />
Drilled shafts for bridge structures shall be constructed with a permanent casing and rock socketed. Requirements for plan reporting of steel casing are given in [[751.37_Drilled_Shafts#751.37.1.3_Casing|EPG 751.37.1.3 Casing]].<br />
<br />
The shaft portion of a drilled shaft is founded on rock (limestone, dolomite or other suitable material with q<sub>u</sub> ≥ 100 ksf) or weak rock (shale or other suitable material with 5 ksf ≤ q<sub>u</sub> ≤ 100 ksf) with a smaller diameter rock socket drilled into same. The inspector should carefully study all general specifications and special provisions pertaining to drilled shafts and become familiar with the designer's intent.<br />
<br />
The integrity of the rock socket shall be verified by a foundation inspection hole. This is usually performed after the shaft is drilled. Setting up over a drilled hole can be difficult. The contractor can perform the inspection hole in advance if they submit a procedure that assures the correct location is cored. If the integrity of the cores are questionable the Bridge Division should be contacted to see if the rock socket length should be extended.<br />
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Most problems with drilled shafts occur during the concrete pour. The concrete placement requirements in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701] should be reviewed carefully.<br />
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An anomaly may be detected on a Cross Hole Sonic log test. If, on further investigation, there is a confirmed defect what are some of the steps needed to remediate the defect?<br />
:1. The contractor is responsible for submitting a remediation plan for the repair.<br />
:2. The plan should include as a minimum the following:<br />
::a) The area of deficient material must be clearly defined using coring or other means.<br />
::b) The clean-out process is typically accomplished by flushing the weak material. The access holes needed, water pressure used, and disposal of the soils should be addressed.<br />
::c) Confirmation of the deficient material removal must be made. This can be accomplished by camera inspection, CSL, or by other means acceptable to the engineer.<br />
::d) The grouting plan should include: grouting type, grout mix design including w/c ratio, complete pressure grouting timeline. The grouting timeline should include placement times, pressure, volume, refusal criteria.<br />
:3. A final confirmation of the effectiveness of the grouting should be made. This is typically accomplished by coring. The number of cores required, and depth shall be submitted to the engineer for approval prior to coring. If all the CSL tubes are still usable, a final CSL can be made for acceptance. The engineer of record for the design should be consulted for final acceptance.<br />
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'''Question: Per [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701.4.17.2.1 Installation of Pipes], “The pipes shall be filled with water and plugged or capped before shaft concrete is poured.” Why is this necessary?'''<br />
<br />
The water in the tube helps to regulate the temperature of the CSL tube. Without the water, the tube will heat up from the hydrating concrete and cause de-bonding. This de-bonding from the concrete will cause erroneous CSL readings and show up as an anomaly. Typically, de-bonding is more prevalent in the upper 6 ft. of the tube. The water also serves a second purpose: it helps the energy transmission from the wall of the tube to the probes and vice versa.<br />
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'''Drilled shafts for non-bridge structures:'''<br />
<br />
Drilled shafts for non-bridge structures are typically designed and constructed without casing. Permanent casing is not allowed except for special designs.<br />
<br />
The shafts may be embedded into rock when soil overburden depth is inadequate for properly anchoring the foundation. If overburden soils are unstable and conduit access is not required in the perimeter of the shaft, temporary casing may be used with an oversized shaft to allow excavation into rock at the required diameter.<br />
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===751.1.2.20 Substructure Type===<br />
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Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
* Where drift has been identified as a problem <br />
* Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
* Where the bent is adjacent to traffic (grade separations) <br />
<br />
Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
* Where drift is a concern and protection is required<br />
* Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
* Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
<br />
<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings. Footings are not recommended for stream crossings where scour potential is identified. For grade separations, assume the top of drilled shaft casing is located at least one foot below the ground line. For shallow rock conditions, consideration should also be given to eliminating the cased portion of the shaft and placing the column directly over an oversized rock socket. Top of drilled shaft casing for stream crossings should consider the following criteria, and with SPM or SLE approval, select the appropriate elevation to balance risk for the anticipated conditions at time of construction:<br />
* 10-year flood elevation<br />
* 1 foot above ordinary high water elevation<br />
* Elevation of nearest overbank<br />
* 3 feet above low water elevation<br />
<br />
End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
<br />
For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
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Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
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'''Galvanized Steel Piles'''<br />
<br />
Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
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Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
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'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
<br />
All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
<br />
Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
<br />
When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
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<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
Drilled shafts shall be constructed with a permanent casing and rock socketed.<br />
<br />
The Final Foundation Investigation Report (or geotechnical report) for drilled shafts should supply you with the anticipated tip of casing, nominal tip resistance, nominal tip resistance factor, nominal side resistance, nominal side resistance factor as well as the recommended elevations for which the resistance values are applicable.<br />
<br />
The Design Layout Sheet should include the following information:<br />
* Top of Drilled Shaft Elevation <br />
* Anticipated Tip of Casing Elevation<br />
* Anticipated Top of Sound Rock Elevation<br />
<br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
|- style="width: 100px;"<br />
| style="width: 100px;" | Bent || style="width: 100px;" | Elevation || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Side Resistance) (ksf) || style="width: 175px;" | Side Resistance Factor for<br>Strength Limit State || style="width: 175px;" | Nominal Axial Compressive Resistance<br>(Tip Resistance) (ksf) || style="width: 175px;" | Tip Resistance Factors for<br>Strength Limit States<br />
|-<br />
| &nbsp; || || || || || <br />
|}<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
== 751.4.1 Reinforced Concrete ==<br />
<br />
'''Classes of Reinforced Concrete''' <br />
<br />
Below are classes of concrete for each type or portion of structure:<br />
<br />
{| border="0" cellpadding="2" cellspacing="0" align="auto"<br />
|-<br />
| colspan="2" | '''Box Culverts''' || B-1<br />
|-<br />
| colspan="2" | '''Retaining Walls''' || B or B-1<br />
|-<br />
| colspan="2" | '''Superstructure (General)''' || B-2<br />
|-<br />
| width="20" | || Curbs and Parapets || B-1<br />
|-<br />
| || Type A, B, C, D, G and H Barriers || B-1<br />
|-<br />
| ||Sidewalks || B-2<br />
|-<br />
| || Raised Median || B-2<br />
|-<br />
| || Slabs || B-2<br />
|-<br />
| || Box Girders || B-2<br />
|-<br />
| || Deck Girders || B-2<br />
|-<br />
| || Prestressed Precast Panels || A-1<br />
|-<br />
| || Prestressed I - Girders || A-1<br />
|-<br />
| || Prestressed Double -Tee Girders || A-1<br />
|-<br />
| || Integral End Bents (Above lower construction joint) || B-2<br />
|-<br />
| || Semi-Deep Abutments (Above construction joint under slab) || B-2<br />
|-<br />
| colspan="2" | '''Substructure (General)''' || B <br />
|-<br />
| || Integral End Bents (Below lower construction joint) || B<br />
|-<br />
| || Non-Integral End Bents || B<br />
|-<br />
| || Semi-Deep Abutments (Below construction joint under slab) || B<br />
|-<br />
| || Intermediate Bents || B (*)<br />
|-<br />
| || width="485" | Intermediate Bent Columns, End Bents (Below construction<br>joint at bottom of slab in Cont. Conc. Slab Bridges) || B-1<br />
|-<br />
| || Footings || B<br />
|-<br />
| || Drilled Shafts (except per Standard Plans 903.15) || B-2<br />
|-<br />
| || Drilled Shafts (per Standard Plans 903.15) || B<br />
|-<br />
| || Cast-In-Place Pile || B-1<br />
|-<br />
|colspan="3" | (*) In special cases when a stronger concrete is necessary for design, Class B-1 may be considered for intermediate bents (caps, columns, tie beams, web beams, collision walls and/or footings).<br />
|}<br />
<br />
{|border="1" style="text-align:center" cellpadding="5" align="center" <br />
|- <br />
|+'''Unit Stresses of Reinforced Concrete'''<br />
|- <br />
!Class of Concrete||Aggregate Maximumsize (Inches)||Cement Factor (barrels percubic yard)||<math>\,f'c</math> (psi)||<math>\,fc</math> (psi)||<math>\,n</math> (*)||<math>\,E_c</math> (ksi)<br />
|-<br />
|A-1||3/4||1.6 (Min.)||5,000||2,000||6||4074<br />
|-<br />
|B||1||1.4 (Min.)||3,000||1,200||10||3156<br />
|-<br />
|B-1||1||1.6 (Min.)||4,000||1,600||8||3644<br />
|-<br />
|B-2||1||1.875 (Min.)||4,000||1,600||8||3644<br />
|}<br />
<center>(*) Values of n for computations of strength only.</center><br />
<br />
{| border="0" cellpadding="6" cellspacing="0" align="auto"<br />
| align="left" | '''Reinforcing Steel'''<br />
|-<br />
|Reinforcing Steel (Grade 60)||<math>\,F_y</math> = 60 ksi<br />
|}<br />
<br />
<!-- [[Category:751 LRFD Bridge Design Guidelines|751.04]] --><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.2 Materials===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.2 Materials|Commentary for EPG 751.37.1.2 Materials''']]<br />
|}<br />
<br />
Concrete used for drilled shaft for traffic structures in accordance with standard plan 903.15 shall be Class B concrete with minimum compressive strength, f’<sub>c</sub> = 3 ksi. For all other drilled shaft construction concrete shall be Class B-2 with minimum compressive strength, f’<sub>c</sub> = 4 ksi.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.3 Casing===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.3 Casing|Commentary for EPG 751.37.1.3 Casing''']]<br />
|}<br />
<br />
'''Drilled shafts for bridge structures:'''<br />
<br />
All drilled shafts shall have permanent casing installed through overburden soils to prevent caving of these soils during construction. Drilled shafts shall be socketed into bedrock. Welded or seamless steel permanent casing shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701]. <br />
<br />
Rock sockets shall be uncased.<br />
<br />
Permanent Casing Thickness Design and Plan Reporting:<br />
: Any drilled shaft for a major bridge over a river or lake <u>or</u> any drilled shaft longer than 80 feet or any drilled shaft greater than 6 feet in diameter shall have a minimum casing thickness of 1/2 inch specified unless a greater thickness is required by design for strength. The thickness of casing in either case shall be shown on the bridge plans and noted as a minimum.<br />
: All other drilled shafts shall not have a minimum casing thickness specified unless a specific thickness is required by design for strength. The minimum thickness in the latter case shall be shown on the bridge plans and noted as a minimum.<br />
: For drilled shaft stiffness computations and load distribution analysis, use the minimum casing thickness required. When a minimum casing thickness is not required, assume a casing thickness of 3/8” for the analysis.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.5 Related Provisions===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.1.5 Related Provisions|Commentary for EPG 751.37.1.5 Related Provisions''']]<br />
|}<br />
The provisions of these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in EPG 321. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in these guidelines presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
<br />
Sign structure drilled shaft supports are the exception. Sign structure standard drilled shafts are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for drilled shafts for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.37.1.6 Drilled Shaft General Detail Considerations===<br />
For Seismic detail requirements for seismic design category, SDC B, C and D, See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]]. <br />
<br />
[[image:751.37.1.6 01.png|700px|center]]<br />
<br />
Pay items shown in above table are for example only, show actual pay items and quantities in plan details for specific project.<br />
<br />
''Notes:''<br />
: (1) Number of pipes (equally spaced) for Sonic Logging Testing (for bridge structures only):<br />
:: Diameter ≤ 2.5 ft: 2 pipes<br />
:: Diameter >2.5 ft but ≤ 3.5 ft: 3 pipes<br />
:: Diameter >3.5 ft but ≤ 5.0 ft: 4 pipes<br />
:: Diameter >5.0 ft but ≤ 8.0 ft: 5 pipes<br />
:: Diameter >8.0 ft: 6 pipes<br />
: Single diameter reinforcing cage is typically used. Modify details based on design for single or multiple-diameter cages and splice location(s).<br />
: See [[#751.37.1.3 Casing|EPG 751.37.1.3]] for casing requirements for bridge structures and non-bridge structures.<br />
: When determining P bar diameter for barbill, assume 3/8” casing unless otherwise specified.<br />
: See [[751.50 Standard Detailing Notes#G8. Drilled Shaft|EPG 751.50, G8]], for notes to include for drilled shafts and rock sockets (starting at G8.1).<br />
: (2) See [[#751.37.1.1 Dimensions and Nomenclature|EPG 751.37.1.1 Dimensions and Nomenclature]] for [https://epg.modot.org/forms/general_files/BR/751.37.1.1_Drilled_Shaft_Design_Aid.docx Design Aid: Minimum Rock Socket Length]. <br />
: (3) When difference between drilled shaft and column diameter is 6" a single reinforcement cage is typically used for the socket and shaft and the vertical reinforcement extends into the column. A separate column steel cage is then placed around the protruding shaft reinforcement without requiring an adjustment to minimum cover for rock socket or column reinforcement. When difference between drilled shaft and column diameter is 12” either the vertical column steel or dowels will need to be extended into the shaft or the cover in the socket and shaft will need to be increased to allow the shaft reinforcement to extend into the column. In the former scenario an optional construction joint is recommended as discussed in note 4 for oversized shafts. In the latter scenario the same number of vertical bars should be used in the shaft and column to allow the shaft bars to be tied to the column cage. Any reduction in cage diameter required for fit-up shall be considered in design.<br />
: (4) When difference between drilled shaft and column diameter is greater than 12" (oversized shaft generally 18" to 24" larger than column), show "Optional construction joint" at bottom of column/dowel reinforcement in the drilled shaft and use [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.8 and G8.9]] in plan details.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''</br> (Drilled Shafts - DSS → As Built Drilled Shaft Data [DSS_01])<br />
|-<br />
|align="center"|[https://www.modot.org/media/14725 As Built Drilled Shaft Data (PDF)]<br />
|}<br />
</center><br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.2 General Design Procedure and Limit States==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.2 General Design Procedure and Limit States|Commentary for EPG 751.37.2 General Design Procedure and Limit States''']]<br />
|}<br />
Drilled shafts should be sized (diameter and length) to support the required factored loads in the most cost effective manner possible without excessive deflections. The initial diameter and length of drilled shafts are generally established considering vertical loading at the strength limit state(s) according to EPG 751.37.3. The resulting shaft should then be evaluated at the axial and lateral serviceability limit states (settlement and lateral deflection) according to EPG 751.37.4 and EPG 751.37.5, where the shaft dimensions shall be adjusted if serviceability requirements are not satisfied. <br />
<br />
The Strength Limit State and applicable Extreme Event Limit States shall be investigated when calculating the soil and structural resistance of the drilled shaft. The Service I Limit State shall be used when evaluating lateral deflection and settlement.<br />
<br />
'''Guidance'''<br />
<br />
There is one type of drilled shaft construction for bridge structures. There are three types of drilled shaft construction for non-bridge structures, but only two types need be considered for design. See [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]].<br />
<br />
: '''Drilled shafts for bridge structures:'''<br />
: Permanently cased shaft through soil and socketed into rock. A reduced shaft diameter for rock socket is required. This case shall be used for all MoDOT bridge structures. For axial loading and settlement computations substitute D with D<sub>s</sub> and L with L<sub>s</sub> which are equal to the diameter and length of the rock socket since the required resistance to loading and settlement are computed for segment of the shaft in rock only (Rock sockets to be installed through casing shall have diameters 6” less than the inside diameter of the casing to allow for clearance and insertion of rock excavation re-tooling equipment).<br />
<br />
: '''Drilled shafts for non-bridge structures:'''<br />
:1. Uncased shaft through soil and not socketed into rock. For axial loading and settlement computations use D = diameter of shaft.<br />
:2. Uncased shaft through soil and rock. Similar to (1) because the shaft diameter is assumed to be constant between soil and rock.<br />
:3. Temporarily cased shaft through soil with an uncased and reduced or same shaft diameter in rock. This method is optional for the contractor in limited scenarios and requires the shaft in soil to be oversized by six inches with respect to the shaft diameter shown on the plans.<br />
<br />
Permanently cased shafts shall not be allowed to use frictional resistance of the soil for either a drilled shaft with or without a rock socket.<br />
<br />
Temporarily cased shafts may use the frictional resistance of the soil only for the case where a rock socket is not used (see the [http://sharepoint/systemdelivery/CM/geotechnical/default.aspx Geotechnical Section]).<br />
<br />
Note on Definitions:<br />
:1. Where L<sub>,i</sub> is defined, L<sub>i</sub> shall mean the length of the shaft segment through soil or through rock. <br />
:2. Where L is defined, L shall mean overall shaft length including the length of the rock socket.<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
==751.37.3 Design for Axial Loading at Strength Limit State==<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3 Geotechnical Resistance for Axial Loading at Strength Limit States|Commentary for EPG 751.37.3 Design for Axial Loading at Strength Limit State''']]<br />
|}<br />
Geotechnical resistance to axial loading at the relevant strength limit state shall be computed as the sum of tip resistance and side resistance unless conditions are present that may prevent reliable mobilization of tip resistance (e.g. karst conditions with known or likely voids that cannot be specifically identified or characterized). Shafts should be sized such that the factored geotechnical resistance to axial loads exceeds the factored axial loads:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_R = R_{sR} + R_{pR} \ge \gamma Q</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.1<br />
|}<br />
<br />
where: <br />
<br />
:''R<sub>R</sub>'' = factored axial shaft resistance (consistent units of force),<br />
<br />
:''R<sub>sR</sub>'' = factored side resistance (consistent units of force),<br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance (consistent units of force) and <br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate strength limit state (consistent units of force).<br />
<br />
Tip resistance and side resistance shall be computed according to the provisions of EPG 751.37.3 for the material type(s) encountered. The Structural Project Manager or Structural Liaison Engineer shall be consulted before utilizing design methods other than those provided in EPG 751.37.3 for calculating the geotechnical resistance of drilled shafts.<br />
<br />
The factored side resistance for drilled shafts shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change (e.g. at tip of temporary casing for non-bridge structure, or at top of rock socket for bridge structure), the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{sR} = \textstyle \sum_{i=1}^n (q_{sR-i} \cdot A_{s-i}) = \textstyle \sum_{i=1}^n (\phi_{qs-i}\cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.2<br />
|}<br />
<br />
where: <br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{qs-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment ''i'' (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_{i} \cdot L_{i}</math> = perimeter interface area for shaft segment ''i'' (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qs-i}</math> = resistance factor for unit side resistance along shaft segment ''i'' (dimensionless), <br />
<br />
:''<math>\mathbf q_{s-i}</math>'' = nominal unit side resistance along shaft segment ''i'' (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment ''i'' (consistent units of length), and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment ''i'' (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qs-i}</math> and ''<math>\mathbf q_{s-i}</math>'' shall be determined in accordance with the provisions of this article, based on the material type present along the respective shaft segment. <br />
<br />
Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable.<br />
<br />
The factored tip resistance for drilled shafts shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and two diameters below the tip of the shaft. The factored tip resistance shall be computed as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> R_{pR} = q_{pR} \cdot A_p = \phi_{qp} \cdot q_p \cdot \pi \cdot \frac {D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.3.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>q_{pR} = \phi_{qp} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{qp}</math> = resistance factor for unit tip resistance (dimensionless), <br />
<br />
:''<math>\mathbf q_p </math>''= nominal unit tip resistance (consistent units of stress), and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
<math>\mathbf \phi_{qp}</math> and ''<math>\mathbf q_p</math>'' shall be determined in accordance with the provisions of this article, based on the material type present within a depth of ''2D'' below the tip of the shaft. <br />
<br />
Tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The specific methods and resistance factors for determining nominal and factored side and tip resistance shall be selected based on the material type(s) present along the sides and beneath the tip of the shaft:<br />
<br />
:* EPG 751.37.3.1 shall generally be followed to estimate resistance for shafts in rock from results of uniaxial compression tests on intact rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 100 ksf; <br />
<br />
:* EPG 751.37.3.2 shall generally be followed to estimate resistance for shafts in weak rock from results of uniaxial compression tests on rock core with uniaxial compressive strengths ''(q<sub>u</sub> )'' greater than 5 ksf but less than 100 ksf; <br />
<br />
:* EPG 751.37.3.3 shall generally be followed to estimate resistance for shafts in weak rock from results of Standard Penetration Tests with equivalent ''N''-values ''(N<sub>eq</sub> )'' less than 400 blows/foot; <br />
<br />
:* EPG 751.37.3.4 shall generally be followed to estimate resistance for shafts in weak rock from results of Texas Cone Penetration Tests with measured penetrations ''(TCP)'' greater than 1 inch/100 blows but less than 10 inches/100 blows; <br />
<br />
:* EPG 751.37.3.5 shall generally be followed to estimate resistance for shafts in weak rock from results of Point Load Index Tests with Point Load Indices ''(I<sub>s(50)</sub> )'' less than 40 ksf; <br />
<br />
:* EPG 751.37.3.6 shall generally be followed to estimate resistance for shafts in cohesive soils with undrained shear strengths ''(s<sub>u</sub> )'' less than 5 ksf; and <br />
<br />
:* EPG 751.37.3.7 shall generally be followed to estimate resistance for shafts in cohesionless soils.<br />
<br />
Additional guidance on selection of specific methods and resistance factors based on the material types encountered is provided in the commentary to these guidelines.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils|Commentary for EPG 751.37.3.7 Axial Resistance for Individual Drilled Shafts in Cohesionless Soils]]<br />
|}<br />
<br />
'''Side Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit side resistance for shaft segments located in cohesionless soils shall be computed using the “β-method” as <br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_s = \beta \cdot \sigma^'_v</math>||align="center"| (consistent units of stress)||align="right"|Equation 751.37.3.21<br />
|}<br />
<br />
where:<br />
<br />
:''q<sub>s</sub> = nominal unit side resistance for the shaft segment (consistent units of stress), <br />
<br />
:β = an empirical correlation factor (dimensionless) and<br />
<br />
:σ'<sub>v</sub> = average vertical effective stress for the soil along the shaft segment (consistent units of stress). <br />
<br />
The value for β shall be taken as (O’Neill and Reese, 1999)<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> \beta = 1.5 - 0.135\sqrt{z}</math>||align="center"| (for ''N<sub>60</sub> ≥ 15)||align="right"|Equation 751.37.3.22a<br />
|-<br />
|align="left"|<math> \beta = \frac{N_{60}}{15} \cdot \big(1.5 - 0.135\sqrt{z} \big)</math>||align="center"| (for ''N<sub>60</sub> < 15)||align="right"|Equation 751.37.3.22b<br />
|}<br />
<br />
where 0.25 ≤ β ≤ 1.2 and<br />
<br />
:z = depth below ground surface to center of shaft segment (ft.) and<br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
If permanent casing is used, the side resistance shall be ignored for the cased portion. <br />
<br />
The resistance factor <math>\mathbf\phi_{qs}</math> to be applied to the nominal unit side resistance shall be taken as 0.55 (LRFD Table 10.5.5.2.4-1). <br />
<br />
'''Tip Resistance for Drilled Shafts in Cohesionless Soils'''<br />
<br />
The nominal unit tip resistance for shafts founded on cohesionless soils shall be computed from corrected SPT ''N''-values, N<sub>60</sub> (O’Neill and Reese, 1999). <br />
<br />
For N_60≤50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 1.2 \cdot N_{60} \le 60 ksf</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.23<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf) and <br />
<br />
:''N<sub>60</sub>'' = average SPT ''N''-value corrected for hammer efficiency (blows/ft). <br />
<br />
For ''N<sub>60</sub>'' ≥ 50:<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math> q_p = 0.59\cdot \sigma^'_v \cdot \Bigg( N_{60}\bigg(\frac{p_a}{\sigma^'_v}\bigg)\Bigg)^{0.8}</math>||align="center"| (ksf)||align="right"|Equation 751.37.3.24<br />
|}<br />
<br />
where:<br />
:''q<sub>p</sub>'' = nominal unit tip resistance for the shaft (ksf), <br />
<br />
:''N<sub>60</sub>'' = average SPT N-value corrected for hammer efficiency (blows/foot), <br />
<br />
:''p<sub>a</sub>'' = 2.12 ksf = atmospheric pressure (ksf). <br />
<br />
:<math>\sigma^'_v</math> = vertical effective stress for the soil at the tip of the shaft (ksf). <br />
<br />
''Note that these expressions are dimensional so values must be entered in the units specified. '' <br />
<br />
The resistance factor <math>\mathbf\phi_{qp}</math> shall be taken as 0.50 for Equation 751.37.3.23 and as 0.55 for Equation 751.37.3.24.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #ff0000; text-align:left; font-size: 95%; background:#f5f5f5" width="250px" align="right" <br />
|-<br />
|align="center"|'''[[#Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method|Commentary on EPG 751.37.4.1 Settlement of Individual Drilled Shafts using Approximate Method]]'''<br />
|}<br />
<br />
Prediction of factored settlement due to factored service loads shall be determined as follows depending on the magnitude of factored loads relative to the magnitude of factored side and tip resistance:<br />
<br />
If <math>\gamma Q \le R_{sR} + 0.1 R_{pR}</math>:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D \cdot \frac{\gamma Q}{R_{sR} + 0.1 R_{pR}} + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.3<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service loads (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
If <math>R_{sR} + 0.1 R_{pR} \le \gamma Q \le R_{sR} + R_{pR}</math> :<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_R = 0.005 \cdot D + 0.045 \cdot D \cdot \Big(\frac{\gamma Q - R_{sR} - 0.1 R_{pR}}{0.9 \cdot R_{pR}}\Big) + \delta_{eR}</math>||align="center"| (consistent units of lengths)||align="right"|Equation 751.37.4.4<br />
|}<br />
<br />
where:<br />
<br />
:<math>\mathbf\gamma Q</math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''R<sub>sR</sub>'' = total factored side resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''R<sub>pR</sub>'' = factored tip resistance determined according to the provisions of this article (consistent units of force), <br />
<br />
:''δ<sub>R</sub>'' = factored total settlement of shaft due to factored service load (consistent units of length), <br />
<br />
:''D'' = shaft diameter (consistent units of length) and <br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length). <br />
<br />
Note that if <math>\gamma Q \ge R_{sR} + R_{pR}</math>, the factored service load exceeds the maximum factored resistance of the shaft and the limit state cannot be satisfied without increasing the dimensions of the shaft. <br />
<br />
The factored side resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit side resistance values for the relevant soil/rock conditions as provided in this article. For stratified ground conditions or where the shaft dimensions change, the shaft shall be divided into segments with practically uniform shaft geometry and soil/rock properties and unit side resistance values determined for each shaft segment. The total factored side resistance shall then be computed as the sum of the factored resistance values for each shaft segment:<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{sR} = \textstyle \sum_{i=1}^n \big( q_{sR-1} \cdot A_{s-i} \big) = \textstyle \sum_{i-1}^n \big( \phi_{\delta s - i} \cdot q_{s-i} \cdot \pi \cdot D_i \cdot L_i \big)</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.5<br />
|}<br />
<br />
where:<br />
<br />
:''n'' = number of shaft segments, <br />
<br />
:<math>q_{sR-i} = \phi_{\delta s-i} \cdot q_{s-i}</math> = factored unit side resistance for shaft segment i (consistent units of stress), <br />
<br />
:<math>A_{s-i} = \pi \cdot D_i \cdot L_i</math> = perimeter interface area for shaft segment i (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta s-i}</math> = settlement resistance factor for side resistance along shaft segment i (dimensionless), <br />
<br />
:''q<sub>s-i</sub>'' = nominal unit side resistance along shaft segment i (consistent units of stress), <br />
<br />
:''D<sub>i</sub>'' = shaft diameter for shaft segment i (consistent units of length) and<br />
<br />
:''L<sub>i</sub>'' = length of shaft segment i (consistent units of length). <br />
<br />
Values for ''q<sub>s-i</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present along the respective shaft segments. Values for <math>\mathbf \phi_{\delta s-i}</math> shall be established as provided subsequently in this article. Side resistance shall generally be neglected or reduced, as recommended by the Geotechnical Section, over shaft segments with permanent casing and over any length of rock socket that is deemed unusable for consistency with evaluations performed for strength limit states. <br />
<br />
The factored tip resistance in Equations 751.37.4.3 and 751.37.4.4 shall be established from factored unit tip resistance values for the relevant soil/rock conditions as provided in this article. The appropriate tip resistance shall be established for the soil/rock located between the tip of the shaft and a distance of 2D below the tip of the shaft. The factored tip resistance shall be computed as <br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>R_{pR} = q_{pR} \cdot A_p = \phi_{\delta p} \cdot q_p \cdot \pi \cdot \frac{D^2}{4}</math>||align="center"| (consistent units of force)||align="right"|Equation 751.37.4.6<br />
|}<br />
<br />
where: <br />
<br />
:<math>q_{pR} = \phi_{\delta p} \cdot q_p</math> = factored unit tip resistance (consistent units of stress), <br />
<br />
:<math>A_p = \pi \cdot \frac{D^2}{4}</math> = cross-sectional area of the shaft at the tip (consistent units of area), <br />
<br />
:<math>\mathbf \phi_{\delta p}</math> = settlement resistance factor for tip resistance (dimensionless), <br />
<br />
:''q<sub>p</sub>'' = nominal unit tip resistance (consistent units of stress) and<br />
<br />
:''D'' = shaft diameter at the tip of the shaft (consistent units of length). <br />
<br />
The value for ''q<sub>p</sub>'' shall be determined in accordance with the provisions of [[#751.37.3 Design for Axial Loading at Strength Limit State|EPG 751.37.3]], based on the material type present within a depth of 2''D'' below the tip of the shaft. The value for <math>\mathbf \phi_{\delta p}</math> shall be established as provided subsequently in this article. For consistency with evaluations for strength limit states, tip resistance shall be neglected, as recommended by the Geotechnical Section, when the shaft tip is located within karstic rock or other conditions where tip resistance cannot be reliably determined. <br />
<br />
The factored elastic compression of the unsupported length of the shaft shall be determined as<br />
<br />
{| style="margin: 1em auto 1em auto" width="800"<br />
|-<br />
|align="left"|<math>\delta_{eR} = \frac{\gamma Q (L-L_s)}{\phi_{\delta e} \cdot E_p A_p}</math>||align="center"| (consistent units of length)||align="right"|Equation 751.37.4.7<br />
|}<br />
<br />
where:<br />
<br />
:''δ<sub>eR</sub>'' = factored elastic compression of the unsupported length of the shaft (consistent units of length), <br />
<br />
:<math>\mathbf\gamma Q </math> = factored load for the appropriate serviceability limit state (consistent units of force), <br />
<br />
:''L'' = overall shaft length (consistent units of length), <br />
<br />
:''L<sub>s</sub>'' = length of the rock socket (consistent units of length), <br />
<br />
:''E<sub>p</sub>'' = nominal modulus of elasticity for the shaft (consistent units of stress), <br />
<br />
:''A<sub>p</sub>'' = nominal shaft area (consistent units of area) and<br />
<br />
:<math>\mathbf\phi_{\mathbf\delta e}</math> = settlement resistance factor for elastic compression of the shaft.<br />
<br />
Values for the settlement resistance factor for elastic compression of the shaft shall be taken from Table 751.37.4.1 according to the operational importance of the structure. <br />
<br />
====<center>''Table 751.37.4.1 Settlement resistance factors for elastic compression of drilled shafts''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Operational Importance !! style="background:#BEBEBE"|Settlement Resistance Factor, ''Φ<sub>δe</sub>''<br />
|-<br />
|Minor or Low Volume Route || align="center"|0.68<br />
|-<br />
|Major Route ||align="center"|0.64<br />
|-<br />
|Major Bridge <$100 million ||align="center"| 0.61<br />
|-<br />
|Major Bridge >$100 million||align="center"| 0.60<br />
|}<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Rock'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through rock shall be determined from Figure 751.37.4.1.1 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on rock shall similarly be determined from Figure 751.37.4.1.2 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
[[image:751.37.4.1.1 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.1 Settlement resistance factors for side resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]] <br />
<br />
[[image:751.37.4.1.2 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.2 Settlement resistance factors for tip resistance of drilled shafts in rock from uniaxial compression test measurements using approximate method. '''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Uniaxial Compression Tests on Rock Core'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.3 based on the coefficient of variation of the mean uniaxial compressive strength, <math>COV_{\overline {q_u}}</math>. Values for <math>COV_{\overline {q_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean uniaxial compressive strength for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.4 based on values for <math>COV_{\overline {q_u}}</math> that reflect the variability of the mean uniaxial compressive strength for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.3 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.3 Settlement resistance factors for side resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.4 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.4 Settlement resistance factors for tip resistance of drilled shafts in weak rock from uniaxial compression test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Standard Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.5 based on the coefficient of variation of the mean equivalent SPT ''N''-value, <math>COV_{\overline {N_{eq}}}</math>. Values for <math>COV_{\overline {N_{eq}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean equivalent ''N''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.6 based on values for <math>COV_{\overline {N_{eq}}}</math> that reflect the variability of the mean equivalent ''N''-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.5 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.5 Settlement resistance factors for side resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.6 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.6 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Standard Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Texas Cone Penetration Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.7 based on the coefficient of variation of the mean ''TCP''-value, <math>COV_{\overline {TCP}}</math>. Values for <math>COV_{\overline {TCP}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''TCP''-value over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.8 based on values for <math>COV_{\overline {TCP}}</math> that reflect the variability of the mean TCP-value over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.7 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.7 Settlement resistance factors for side resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.8 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.8 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Texas Cone Penetration Test measurements using approximate method.'''</center>]]<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Weak Rock from Point Load Index Test Measurements'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through weak rock shall be determined from Figure 751.37.4.1.9 based on the coefficient of variation of the mean ''I<sub>s(50)</sub>''-value, <math>COV_{\overline {I_{s(50)}}}</math>. Values for <math>COV_{\overline {I_{s(50)}}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on weak rock shall similarly be determined from Figure 751.37.4.1.10 based on values for <math>COV_{\overline {I_{s(50)}}}</math> that reflect the variability of the mean ''I<sub>s(50)</sub>''-value for the rock over the distance 2''D<sub>s</sub>'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.9 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.9 Settlement resistance factors for side resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.10 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.10 Settlement resistance factors for tip resistance of drilled shafts in weak rock from Point Load Index Test measurements using approximate method.'''</center>]]<br />
<br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesive Soils'''<br />
<br />
Settlement resistance factors to be applied to side resistance for shaft segments through cohesive soil shall be determined from Figure 751.37.4.1.11 based on the coefficient of variation of the mean undrained shear strength, <math>COV_{\overline {s_u}}</math>. Values for <math>COV_{\overline {s_u}}</math> shall be determined in accordance with [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]] to reflect the variability of the mean undrained shear strength for the soil over the shaft segment. Settlement resistance factors to be applied to tip resistance for shafts founded on cohesive soil shall similarly be determined from Figure 751.37.4.1.12 based on values for <math>COV_{\overline {s_u}}</math> that reflect the variability of the mean undrained shear strength for the soil over the distance 2''D'' below the tip of the shaft.<br />
<br />
<br />
[[image:751.37.4.1.11 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.11 Settlement resistance factors for side resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
[[image:751.37.4.1.12 2021.jpg|center|700px|thumb|'''<center>Fig. 751.37.4.1.12 Settlement resistance factors for tip resistance of drilled shafts in cohesive soil from undrained shear strength measurements using approximate method.'''</center>]] <br />
<br />
For shafts founded in soft cohesive soils, consideration shall also be given to including additional settlement induced from time dependent consolidation of the soil. <br />
<br />
'''Settlement Resistance Factors for Approximate Method for Drilled Shafts in Cohesionless Soils'''<br />
<br />
Settlement evaluations for individual drilled shafts in cohesionless soils shall be designed according to applicable sections of the current AASHTO LRFD Bridge Design Specifications.<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
===751.37.6.1 Reinforcement Design===<br />
Drilled shaft structural resistance shall be designed similarly to reinforced concrete columns. The Strength Limit State and applicable Extreme Event Limit State load combinations shall be used in the reinforcement design. <br />
<br />
Longitudinal reinforcing steel shall extend below the point of fixity of the drilled shaft at least 10 ft. in accordance with LRFD 10.8.3.9.3 or the required bar development length whichever is larger. <br />
<br />
If permanent casing is used, and the shell consists of a smooth pipe greater than 0.12 in. thick, it may be considered load carrying. An 1/8" shall be subtracted off of the shell thickness to account for corrosion. Casing could also be corrugated metal pipe. If casing is assumed to contribute to the structural resistance, the plans should indicate the minimum thickness of casing required. <br />
<br />
Minimum clear spacing between longitudinal bars as well as between transverse bars shall not be less than five times the maximum aggregate size or 5 in. (LRFD 10.8.3.9.3). <br />
<br />
For rock sockets use 3” min. clear cover. For drilled shafts for sign structure support, use 3” min. clear cover for all shaft diameters.<br />
<br />
For longitudinal reinforcement, splicing shall be in accordance with LRFD 5.10.8.4. <br />
<br />
For transverse reinforcement, lap splices for closed circular stirrups/ties shall be provided and staggered in accordance with LRFD 5.10.4.3. Lap length of 1.3 '''l'''<sub>d</sub> (Class B) for closed stirrups/ties shall be provided in accordance with LRFD 5.10.8.2.6d. <br />
<br />
For lap length, see [[751.5 Structural Detailing Guidelines#751.5.9.2.8.1 Development and Lap Splice General|EPG 751.5.9.2.8.1 Development and Lap Splice General]].<br />
<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
<br />
====Commentary on [[#751.37.1.3 Casing|EPG 751.37.1.3 Casing]]====<br />
<br />
Temporary or permanent casing is commonly required to support the shaft excavation during construction to prevent caving of overburden soils. Use of permanent casing generally simplifies construction by avoiding the need for multiple cranes to simultaneously place concrete and extract the casing and reduces the risk of problems during concrete placement. However, use of either temporary or permanent casing will generally reduce the side resistance of the constructed shaft over the cased length. Alternatives to use of casing for non-bridge structures include use of mineral or polymer slurry to maintain the stability of the excavation during construction, or use of no casing and no slurry when soil/rock conditions will permit the shafts to be constructed without caving of the excavation walls.<br />
<br />
Permanent casing may also be required to provide structural resistance, especially when lateral loads are substantial (see [[#751.37.6 Structural Resistance of Drilled Shafts|EPG 751.37.6]]). For example, permanent casing may be required to: <br />
:* Achieve the required flexural resistance of the drilled shaft <br />
:* Resist large lateral loads for bridges located in seismic areas <br />
:* Facilitate shaft construction through water <br />
:* Support the shaft excavation when there is insufficient head room available for casing recovery<br />
<br />
<br />
<br><br><br />
<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br><br />
<br />
===751.38.1.1 Dimensions and Nomenclature===<br />
<br />
Dimensions to be established in design include the bearing depth (depth to footing base) and the footing dimensions shown in Figure 751.38.1.1. Table 751.38.1.1 defines each dimension and provides relevant minimum and/or maximum values for the respective dimension. <br />
<br />
[[image:751.38.1.1.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.1 Nomenclature used for spread footings.'''</center> ]]<br />
<br />
====<center>''Table 751.38.1.1 Summary of footing dimensions with minimum and maximum values''</center>====<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Dimension !! style="background:#BEBEBE"|Description!! style="background:#BEBEBE"|Minimum Value !! style="background:#BEBEBE"|Maximum Value !! style="background:#BEBEBE"|Comment<br />
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|align="center"|D||Column diameter||align="center"|12”||align="center"|--||align="center"|--<br />
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|align="center"|B||Footing width||align="center"|D+24”||align="center"|--||align="center"|Min. 3” increments<br />
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|align="center"|L||Footing length||align="center"|D+24”<sup>'''1'''</sup>||align="center"|--||align="center"|Min. 3” increments<br />
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|align="center"|A||Edge distance in width direction||align="center"|12”||align="center"|--||align="center"|--<br />
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|align="center"|A’||Edge distance in length direction||align="center"| 12”||align="center"|--||align="center"|--<br />
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|align="center"|t||Footing thickness||align="center"|30” or D<sup>'''2'''</sup> ||align="center"|72” ||align="center"|Min. 3” increments<br />
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|colspan="5"|<sup>'''1'''</sup> Minimum of 1/6 x distance from top of beam to bottom of footing<br />
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|colspan="5"|<sup>'''2'''</sup> For column diameters ≥ 48”, use minimum value of 48”. Sign support structures may utilize a minimum thickness of 24”.<br />
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The nomenclature used in these guidelines has intentionally been selected to be consistent with that used in the AASHTO LRFD Bridge Design Specifications (AASHTO, 2009) to the extent possible to avoid potential confusion with methods provided in those specifications. By convention, references to other provisions of the MoDOT Engineering Policy Guide are indicated as “EPG XXX.XX” throughout these guidelines where the ''X''s are replaced with the appropriate article numbers. Similarly, references to provisions within the AASHTO LRFD Bridge Design Specifications are indicated as “LRFD XXX.XX”.<br />
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===751.38.1.2 General Design Considerations===<br />
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|align="center"|'''[[#Commentary on EPG 751.38.1.2 General Design Considerations|Commentary for EPG 751.38.1.2 General Design Considerations''']]<br />
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Footings shall be founded to bear a minimum of 36 in. below the finished elevation of the ground surface. In cases where scour, erosion, or undermining can be reasonably anticipated, footings shall bear a minimum of 36 in. below the maximum anticipated depth of scour, erosion, or undermining. <br />
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Footing size shall be proportioned so that stresses under the footing are as uniform as practical at the service limit state.<br />
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Long, narrow footings supporting individual columns should be avoided unless space constraints or eccentric loading dictate otherwise, especially on foundation material of low capacity. In general, spread footings should be made as close to square as possible. The length to width ratio of footings supporting individual columns should not exceed 2.0, except on structures where the ratio of longitudinal to transverse loads or site constraints makes use of such a limit impractical. For spread footings supporting overhead sign structures the length to width ratio of footings supporting individual columns may be as high as 4.0.<br />
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Footings located near to rock slopes (e.g. rock cuts, river bluffs, etc.) shall be located so that the footing is founded beyond a prohibited region established by a line inclined from the horizontal passing through the toe of the slope as shown in Figure 751.38.1.2. The boundary of the prohibited region shall be established by the Geotechnical Section. For the purposes of this provision, the toe of the slope shall be the point on the slope that produces the most severe location for the active zone. Exceptions to this provision shall only be made with specific approval of the Geotechnical Section and shall only be granted if overall stability can be demonstrated as provided in [[#751.38.7 Design for Overall Stability|EPG 751.38.7]]. <br />
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[[image:751.38.1.2.jpg|center|775px|thumb|<center>'''Fig. 751.38.1.2 Prohibited region for spread footings placed near rock slopes unless exception is specifically approved by MoDOT Geotechnical Section.'''</center>]]<br />
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Footings located near to soil slopes shall be evaluated for overall stability as provided in EPG 751.38.7 unless they are located a minimum distance of 2''B'' beyond the crest of the slope.<br />
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===751.38.1.3 Related Provisions===<br />
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The provisions in these guidelines were developed presuming that design parameters required to apply the provisions are established following current MoDOT site characterization protocols as described in [[:Category:321 Geotechnical Engineering|EPG 321]]. Specific attention is drawn to [[321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation|EPG 321.3 Procedures for Estimation of Geotechnical Parameter Values and Coefficients of Variation]]. The provisions provided in this subarticle presume that parameter variability, as generally represented by the coefficient of variation (COV), is established following procedures in EPG 321.3.<br />
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Sign structure spread footing supports are the exception. Sign structure standard spread footings are developed using assumed soil properties and following AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition for design. Site specific designs for spread footings for sign structure support may also follow AASHTO LRFD Bridge Design Specifications 9<sup>th</sup> Edition if there is not enough geotechnical information available to establish the COV.<br />
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===751.38.8.3 Details===<br />
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Hooks at the end of reinforcement are not required for spread footings supporting sign structures. Include reinforcement near the top of spread footings supporting sign structures as required for uplift and in accordance with design requirements.<br />
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===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
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'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 701].<br />
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'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
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'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
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:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
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'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
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'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
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:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
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'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
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'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
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'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
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'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
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Category:901 Lighting<br />
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===Nonstandard Lighting Structures===<br />
If any lighting installation being considered will use a special or nonstandard structure or with dimensions exceeding those shown in the Standard Plans, [http://sp/sites/ts/Pages/default.aspx Traffic] should be consulted early in the project planning regarding the installation’s feasibility and necessary contract provisions. Examples of this situation are high mast lighting and exceeding lengths on the Standard Plans. <br />
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Since designing details for nonstandard installations is typically performed by an outside engineer employed by the contractor or producer and is certified to MoDOT, the project contract documents must include appropriate requirements about the design standards used. Since structures beyond MoDOT's standard designs are involved, a performance-based specification of the design signed and sealed by a Missouri Registered Professional Engineer is needed from the contractor. Certification to the current AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals including the latest fatigue provisions is required. For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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<!-- [[Category:900 TRAFFIC CONTROL]] --><br />
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==901.7.6 High Mast Lighting==<br />
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High mast lighting is principally used at complex interchanges and lights a large area by a group of luminaires mounted in a fixed orientation at the top of a tall mast, generally 80 ft. or taller. The district must authorize high mast lighting. The request for high mast lighting conceptual approval is to be included with the lighting warrants. Data supporting the selection of pole height, pole location and type of luminaires is to be included with the preliminary lighting plan. Where high mast lighting is used at complex interchanges, adaptation lighting is recommended for each section where vehicles enter and leave the interchange.<br />
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The district is responsible for all bid items associated with high mast lighting and to design the foundation and the structure above the foundation for inclusion in the project plans.<br />
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For standard detailing notes regarding drilled shafts for High Mast Tower Lighting, see [[751.50_Standard_Detailing_Notes#G8._Drilled_Shaft|EPG 751.50 Standard Detailing Notes G8.4 and G8.5].<br />
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='''REVISION REQUEST 4176'''=<br />
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=616.19.7 Traffic Pacing/Rolling Roadblock=<br />
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'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-Mainline.pdf Traffic Pacing/Rolling Roadblock Mainline Pacing Details]<br />
* [https://epg.modot.org/forms/general_files/TS/TP_RR-CMS.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs]<br />
</div><br />
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Traffic pacing/rolling roadblock is a traffic control technique that facilitates work by pacing traffic at a safe slow speed for a predetermined distance upstream of the work area, rather than being completely stopped. The pacing of vehicles shall be controlled by pilot vehicles (law enforcement vehicles with blue lights flashing, or protective vehicles) driven by uniformed law enforcement, MoDOT personnel, or contractor personnel. Any on-ramps or other access points between the beginning point of the pacing area and the work area shall be blocked until the pilot vehicles have passed. Two-way radios shall be used to provide constant communication between the pilot vehicles, MoDOT and/or contractor’s workers, and the project engineer. Advance signing warning motorists of the traffic pacing/rolling roadblock area may also be provided.<br />
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The most applicable location for this technique is on high-volume/high-speed urban and rural freeways and other multi-lane access controlled facilities for work such as overhead utility work, installing overhead sign structures, replacing sign panels, placing bridge girders, installing cantilever trusses, installing traffic counters, etc. Utilizing traffic pacing/rolling roadblock for other types of work should be discussed with the district Work Zone Coordinator before being used.<br />
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Preparation of a traffic pacing/rolling roadblock design shall be completed to plan and provide adequate work time to complete the work. Based on the required work time and other inputs such as traffic volumes, regulatory speed and pacing speed, the traffic control plan defines the allowable pacing hours, pacing distance, location of warning signs, interchange ramp closures and other critical information. The [https://epg.modot.org/forms/general_files/TS/Traffic_Pacing-Rolling_Roadblock_Worksheet.xlsx Traffic Pacing/Rolling Roadblock Worksheet] shall be used when planning to use this traffic control technique, in order to calculate the pacing distance and the time intervals during which a pacing operation may be allowed. Also refer to the [https://epg.modot.org/forms/general_files/TS/Mainline_Pacing_Details.pdf Staging Plan Details] and [https://epg.modot.org/forms/general_files/TS/Changeable_Message_Signs_Layout.pdf Traffic Pacing/Rolling Roadblock Changeable Message Signs Layout].<br />
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<!-- [[Category:616 Temporary Traffic Control (MUTCD Part 6)|616.19]] --><br />
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='''REVISION REQUEST 4179'''=<br />
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=====136.7.3.1.2.1.8 Bridge Material Inspection/Acceptance=====<br />
The LPA has the option to conduct the inspection at a fabrication shop during the manufacturing of fabricated bridge elements being supplied for the job. When the LPA decides not to inspect at the fabrication shop, the following specifications regarding acceptance of fabricated structural members shall be included (when appropriate) as job special provisions in the specification documents for the two classes of structural members shown below. The [https://epg.modot.org/index.php/Job_Special_Provisions language for these JSPs is available from MoDOT]. <br />
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'''136.7.3.1.2.1.8.1 Acceptance of Precast Concrete Members and Panels '''<br />
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The following procedures have been established for the acceptance of precast concrete girders, slab panels, MSE wall systems, and other structural members. Shop drawings shall be submitted for review and approval to the engineer of record for the local public agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. The LPA or their engineer of record has the option of inspecting the precast units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required. <br />
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* Certified mill test reports, including results of physical tests on the prestressing strands in reinforcing steel, as required. <br />
* Test reports on concrete cylinder breaks.<br />
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The LPA or their engineer of record shall verify and document that the dimensions of the precast units were checked at the jobsite and found to be in compliance with the shop drawings.<br />
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'''136.7.3.1.2.1.8.2 Acceptance of Structural Steel'''<br />
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The following procedures have been established for the acceptance of structural steel. Shop drawings in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.2] shall be submitted for review and approval to the engineer of record for the Local Public Agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. It is recommended that the contract documents contain provisions that the contractor shall utilize a fabricator that meets the appropriate American Institute of Steel Construction (AISC) certification provisions as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.1.6]. Additional information regarding the AISC certification program can be found on [http://www.aisc.org/ the AISC website].<br />
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All welding operations, including material and personnel, shall meet the American Welding Society (AWS) specifications as specified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.3.4]. The LPA or their engineer of record has the option of inspecting the steel units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required. <br />
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* Certified mill test reports, including results of chemical and physical tests on all structural steel as furnished.<br />
* Non-destructive testing reports.<br />
* Verification of the girder camber, sweep, and other blocking data.<br />
* Verification of coating operations.<br />
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The LPA or their engineer of record shall verify and document that the dimensions of the structural steel units were checked at the jobsite and found to be in compliance with the shop drawings.<br />
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=====712.1.4.1.3 Shear Connector Welding=====<br />
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Current practices by the contractor may utilize the installation of shear connectors by field personnel. Most shear connector welding is completed by an automated welding process. AWS does not have a qualification procedure established in QC7. Instead, welders shall be qualified in accordance with AWS D1.5: 2025, Bridge Welding Code, Clause 9.7 by MoDOT field personnel. Shear connector welders shall be qualified by conducting a preproduction test. This test involves the welder welding two shear connectors to a test plate or to the production plate. The test specimens shall be visually inspected to ensure a full 360° weld. After the welds have cooled, the shear connectors shall then be bent to an angle of approximately 30° from the original axis by either striking with a hammer or placing a pipe over the shear connector and then bending. If the shear connector does not exhibit a complete weld or a failure occurs in the weld of either shear connector, the welder shall adjust the automatic welding machine and retest on a separate weld test plate. The welder may not retest on the actual production plate. <br />
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Before shear connector production welding in the field begins with a particular welder set-up, a specific shear connector size or type, and at the beginning of production for a particular shift or day, a preproduction test shall be conducted. The preproduction test shall be conducted on the first two shear connectors welded to the production plate or may be conducted on a separate test plate of the same thickness (+/- 25%). The acceptance method is the same as given earlier for the welder test. <br />
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Once shear connector production welding has commenced, any welds that do not exhibit the full 360° weld may be repaired using a 5/16 in. fillet weld for shear connector diameters up to one inch and 3/8 in. for diameters greater than one inch. The repair weld shall extend 3/8 in. beyond the end of the area to be repaired.<br />
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Additional verification of shear connector welds in the field will be performed by sounding a random 25% of the shear connectors on the girder/beam with a sledge hammer. The field inspector will also sound 25 percent of the shear connectors used on expansion device(s) whether shop or field installed. A sharp ping sound is heard on a good weld. A thud sound will occur if the weld is possibly not sufficient and a bent test needs to be performed on this shear connector. A random 5% of all shear connectors will be bent to an approximately 30° from the original axes to verify the integrity and welding of the shear connector. If a failed weld is discovered, all adjacent connectors shall be tested. Particular emphasis on testing shall be at the start-up of the welding operation. Once an acceptable welding process is established, any weld failures should be rare. For a large bridge with many shear connectors, the 5% testing rate may be decreased at the engineer’s discretion. Any failed welds shall be ground off, base metal pull outs repaired by approved weld procedures, weld surface ground flush and a replacement shear stud installed.<br />
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On a re-deck project, some shear connectors may be bent from the deck removal or from the original construction testing. These shear connectors do not have to be replaced or straightened. Shear connectors on new or re-deck projects may also need to be field bent to accommodate expansion joints, rebar conflicts or other construction needs. If a shear connector is severely bent where concrete coverage is compromised, the shear connector shall be removed and replaced.<br />
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[[image:712.1.4.1.3.jpg|center|600px]]<br />
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====751.5.9.3.3 Fracture Control Plan (FCP) ====<br />
ANSI/AASHTO/AWS D1.5: 2025, Bridge Welding Code, Clause 12, Fracture Control Plan (FCP) for Nonredundant Members shall apply to fracture critical non-redundant members.<br />
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Main elements and components whose failure is expected to cause the collapse of the bridge shall be designated as failure-critical, and the associated structural system as non-redundant. Examples of non-redundant members are flange and web plates in one or two girder bridges, main one-element truss members and hanger plates. <br />
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For non-redundant steel structures or members, the designer shall determine which, if any, component is a Fracture Critical Member (FCM). The location of all FCMs shall be clearly delineated on the design plans. <br />
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FCMs are defined as tension members or tension components of bending members (including those subject to reversal of stress), the failure of which would be expected to result in collapse of the bridge. The designation "FCM" shall mean fracture critical member or member component. Members and components that are not subject to tension stress under any condition of live load are not fracture critical. <br />
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Any attachment welded to a tension zone of an FCM shall be considered an FCM when any dimension of the attachment exceeds 4 inches in the direction parallel to the calculated tensile stress in the FCM. Attachments designated FCM shall meet all requirements of FCP. All welds to FCMs shall be considered fracture critical and shall conform to the requirements of FCP. Welds to compression members or the compression area of bending members are not fracture critical. <br />
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FCMs shall be fabricated in accordance with FCP. Material for FCM shall be tested in accordance with AASHTO T243 (ASTM A673), Frequency P. Material for components not designed as fracture critical shall be tested in conformance with AASHTO T243 (ASTM A673), Frequency H. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] and FCM Special Provisions will include additional requirement for material, welding, inspection and manufacturing. <br />
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Notes EPG 751.50 Miscellaneous A5.1 and H1.23b Structural Steel for Wide Flange Beams and Plate Girder Structures shall be placed on contract plans as required.<br />
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<!-- [[Category:751 LRFD Bridge Design Guidelines|751.05]] --><br />
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='''REVISION REQUEST 4180'''=<br />
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104.2 Project Scoping<br />
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<div style="float: right; margin-top: 5px; margin-top: 5px; margin-bottom: 15px; width:275px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Related Information</center></u>'''<br />
* [https://www.modot.org/sites/default/files/documents/transportation_planning/idea2road.pdf Steps to Build a Road pamphlet]<br />
<u><center>Figure</center></u><br />
* [[media:104.2a Project Scoping Process.pdf|Project scoping process flowchart]] <br />
</div><br />
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[[image:104.2 Project Scoping.jpg|right|285px]]<br />
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Project Scoping is a process that is used to clearly define transportation needs and to determine the appropriate means to address them. This involves determining the root causes of the need, developing a range of possible solutions to address the need, choosing the best solution, setting the physical limits of the project, accurately estimating the cost of the project, and forecasting the delivery schedule of the project.<br />
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The purpose of project scoping is to develop the most complete, cost effective solutions, as is practical, early in the project development process. This is foundational to avoiding major design changes, large estimate adjustments, and last minute project changes later in the project development process. With proper project scoping, such changes will be minimized and will have reduced impacts on the overall project. Proper project scoping of all needs leads to a more balanced, consistent construction program. <br />
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After the elements and limits of a project become clearly defined by the project scoping process, it becomes necessary to develop a [[:Category:235 Preliminary Plans#235.2.3 Project Agreements|project agreement]] if elements of the project are to be shared between the Commission and other public agencies or private interests. <br />
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Project scoping should not be thought of as a separate, stand-alone process from the [[:Category:138 Project Development Chronology|project development process]]. It is, instead, the initial stage of the project development process where the details of appropriate solutions are developed. Project scoping begins with the delivery of the need to the project manager and continues until the elements and limits of a project become so well-defined that accurate costs and project delivery schedules can be forecast. A [[media:104.2a Project Scoping Process.pdf|project scoping process flowchart]] depicting the project scoping process is available.<br />
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[https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase] provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.<br />
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===751.1.3.2 Documentation===<br />
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A [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm structural rehabilitation checklist] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
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A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
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A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
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Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
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A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
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A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
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[https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase] provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.<br />
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'''EPG 104.6 Forms Box'''<br />
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'''<u><center>Checklists for Core Teams</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Bridge_Scoping_Checklist.docx Bridge Scoping Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Construction_and_Materials_Checklist.doc Construction and Materials Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Design_Checklist.doc Design Checklist]<br />
* [[media:104.6 Environmental Checklist.doc|Environmental Checklist]]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_FHWA_Checklist.doc FHWA Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Maintenance_Checklist.doc Maintenance Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Planning_Checklist.doc Planning Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Design_Liaison_Checklist.doc Design Liaison Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Project_Scoping_Checklist.doc Project Scoping Checklist]<br />
* [[media:905.3.5.6 TIA Scoping Reviewers Checklist.docx|Project Scoping (TIA Scoping Reviewer’s Checklist)]]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Public_Information_and_Outreach_Checklist.doc Public Information and Outreach Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Railroad_Checklist.doc Railroad Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Right_of_Way_Checklist.doc Right of Way Checklist]<br />
* [https://epg.modot.org/forms/general_files/TS/SAFER_Document.pdf SAFER Document]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Traffic_Checklist.docx Traffic Checklist]<br />
* [[media:104.6 TSMO Checklist.docx|TSMO Checklist]]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Utilities_Checklist.doc Utilities Checklist]<br />
'''<u><center>Other Documentation</center></u>'''<br />
* [[media:124 Project Estimate Record Sheet.xlsx|Project Estimate Record Sheet]]<br />
* [https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase]<br />
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'''EPG 751.1.1 Forms Box'''<br />
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<div style="float: right; margin-top: 5px; margin-left: 15px; width:330px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist]<br />
'''<u><center>Other Documentation</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase]<br />
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='''REVISION REQUEST 4181'''=<br />
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'''614.3 Laboratory Testing Guidelines for Sec 614''' (do not copy title to EPG)<br />
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This article establishes procedures for Laboratory testing and reporting samples of grates, bearing plates, bolts, nuts and washers. No Laboratory tests are required for automatic floodgates, manhole frames and covers or curb inlets. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 614] for MoDOT's specifications.<br />
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===614.3.1 Procedure===<br />
Grates and bearing plates shall be tested for weight (mass) of zinc coating according to AASHTO M111. Bolts, nuts and washers shall be tested for weight (mass) of zinc coating according to AASHTO M232. If mechanically galvanized, the coating thickness, adherence and quality requirements shall be in accordance with ASTM B695, Class 55. Refer to [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight of coating.|Field determination of weight of coating]] for additional information concerning the testing of bolts, nuts, and washers for weight (mass) of zinc coating. All test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
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===614.3.2 Sample Record===<br />
The sample record shall be completed in AWP as described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General] and shall indicate acceptance, qualified acceptance or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.<br />
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<!-- [[Category:614 Drainage Fittings (Grate Inlets)]] --><br />
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====712.2.3.1 High Strength Bolts====<br />
All bolts, nuts, and washers should be from a PAL supplier in accordance with [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]]. If a supplier proposes to furnish structural steel connectors and is not on PAL, a request is to be made to the Construction and Material Division for acceptance into the PAL program. Once satisfactory submittals have been received, the supplier will be placed on the PAL. Bolts, nuts, and washers, for use other than bridge construction and in quantities less than 50, may be accepted from a PAL supplier without a PAL identification number.<br />
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'''712.2.3.1.1 Manufacturer's Certification.''' Bolts and nuts specified to meet the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply with requirements of ASTM A307 and, if required, galvanized to comply with requirements of ASTM F2329 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55. Certification shall be retained by the shipper. A copy should be obtained when sampling at the shipper and submitted with the samples to the lab. <br />
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All bolts, nuts and washers are to be identifiable as to type and manufacturer. Bolts, nuts, and washers manufactured to meet ASTM A307 will normally be identified on the packaging since no special markings are required on the item. Dimensions are to be as shown on the plans or as specified.<br />
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Weight (mass) of zinc coating, when specified, is to be determined by magnetic gauge in the same manner as described for bolts and nuts in [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material|EPG 1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]].<br />
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Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. Samples shall be taken according to [[#712.2.3.2.1.1 ASTM A307 Bolts|EPG 712.2.3.2.1.1 ASTM A307 Bolts]].<br />
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'''712.2.3.1.2''' High strength bolts, nuts, and washers specified shall meet the requirements of ASTM F3125 Grade A325. Bridge plans may also specify ASTM F3125 Grade 144 or A490 or ASTM F3148 Grade 144 high strength bolts. Field inspection shall include examination of the certifications or mill test reports; checking identification markings; and testing for dimensions. The certifications or mill test reports, conforming to EPG 712.2.3.1.1 Manufacturer's Certification, shall be retained in the district office. Samples for Laboratory testing shall be taken and submitted in accordance with EPG 712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts.<br />
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====712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers====<br />
Thickness of coating shall be determined in accordance with ASTM F2329 or where mechanically galvanized shall meet the coating thickness, adherence, and quality requirements of ASTM B659, Class 55. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8 Laboratory Testing Guidelines for Sec 1020|Laboratory Testing Guidelines for Sec 1020]]. Original test data and calculations shall be recorded in Laboratory workbooks.<br />
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===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
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Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
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:[[image:751.36.4.1 2026.png|center]]<br />
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==751.50 Standard Detailing Notes==<br />
'''Copy each note singly to the EPG'''<br />
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:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
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'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
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'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329. <br />
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'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
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'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
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'''(H3.92)'''<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
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'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55. <br />
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'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
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'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with ASTM F2329<u>, except as shown</u>.<br />
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'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with ASTM F2329.<br />
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==901.18.1 Procedure==<br />
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===Bolts, Nuts, and Washers===<br />
Chemical tests consisting of thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
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Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Test results and calculations shall be recorded through AWP.<br />
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===Polyurethane Foam===<br />
Tests on samples of polyurethane foam shall be conducted in accordance with the following methods:<br />
: (a) Compressive Strength - ASTM D1621<br />
: (b) Density - ASTM D1622<br />
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Test results and calculations shall be recorded through AWP.<br />
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===902.28.1.1 Chemical Tests===<br />
Thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
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===903.22.1.1 Bolts, Nuts and Washers===<br />
Chemical tests, consisting of thickness of coating, shall be determined according to ASTM F2329. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8.1.1 Chemical Tests|EPG 1020.8.1.1 Chemical Tests]]. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
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Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Original test results and calculations shall be recorded through AASHTOWare.<br />
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===1023.2.4 Bolts and Nuts===<br />
Bolts and nuts are to be accepted on the basis of a certified mill test report and field inspection. Samples need to be submitted to the Central Laboratory only when field inspection indicates questionable compliance.<br />
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Bolts and nuts for use in structural plate pipe and pipe-arch are high-strength and require markings on the bolt heads and on the nuts. The required identification markings may be found in the applicable ASTM specification. The bolts and nuts are to be accompanied by a certified mill test report from the manufacturer, showing complete chemical and physical tests for the material and a statement that they were galvanized in accordance with ASTM F2329, or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
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The bolts, nuts, and washers, when used, are to be tested for weight (mass) of coating with a magnetic gauge in the same manner as described in the paragraph below, except a smaller number of readings may be taken due to size and shape of the item. Samples selected for testing are to be taken at the frequency and of the size shown in the table below.<br />
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Samples of the bolts, nuts, and washers may be submitted to the Central Laboratory for weight (mass) of coating, chemical analysis, dimensions, and physical testing if field inspection indicates questionable compliance. Tension tests may not be possible, depending on the length of bolt and shape of bolt shoulder, however hardness can be determined. When samples are submitted to the Laboratory, a copy of the mill test report should accompany the sample. Samples for Laboratory testing are taken at the following rate:<br />
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{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ ''Number of pieces in a lot to be taken as a sample''<br />
! style="background:#BEBEBE" |Lot Size!!style="background:#BEBEBE"|Sample Size<br />
|-<br />
|align="center"|0-800|| align="center"| 3<br />
|-<br />
| align="center"|801-8,000|| align="center"| 6<br />
|-<br />
| align="center"|8,001-22,000 || align="center"|9<br />
|-<br />
| align="center"|22,001 + || align="center"|15<br />
|}<br />
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===1040.2.2 Bolts, Nuts, and Washers===<br />
Bolts, nuts and washers intended for use in beam connections and splices may be accepted by Brand Registration Guarantee or by an acceptable certification. Regardless of the type of acceptance documentation, field inspection performed shall include an examination of certifications and testing for weight (mass) of coating and dimensions. It will only be necessary to submit samples to the Laboratory when requested by Construction and Materials or when field inspection indicates questionable compliance. When samples are taken, take them at the frequency and size shown in Table 1040.2.1.2.<br />
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Post and splice bolts, nuts and washers furnished by a fabricator listed in Table 1040.2.1.1 require no additional documentation. Those not covered by Brand Registration and Guarantee must be accompanied by a certification or mill test report. Bolts and nuts specified meeting the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply to the requirements of ASTM A307 and galvanized to comply to the requirements of AASHTO M 232 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
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Markings are not required on bolts and nuts meeting ASTM A307. All bolts and nuts should be identifiable as to type and manufacturer whether the information is shown on a container or on the bolts and nuts.<br />
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Field determination of weight (mass) of coating is to be made on each lot of material furnished. Test procedures and conditions of acceptance or rejection shall be as described in [[:category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight (mass) of coating.|Field determination of weight (mass) of coating]] with the following modifications:<br />
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:Due to the size and shape of the material being tested, it will only be necessary to obtain a minimum of three readings of the magnetic gauge on a bolt to determine a single-spot test result and at least five readings on a nut or washer. Since the minimum sampling frequency is three bolts or three nuts or three washers, it will always be possible to obtain at least three single-spot test results from which to calculate an average coating weight (mass) and minimum coating weight (mass) for reporting and applying the specification requirements.<br />
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Dimensions of bolts, nuts and washers are to be as shown on the Standard<br />
Drawings or as specified.<br />
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='''REVISION REQUEST 4184'''=<br />
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Also change links in 903.16 and 903<br />
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=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
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'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
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Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
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Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
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There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
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See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
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===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
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{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
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'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
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The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
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'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
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====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
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U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
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U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
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'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
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====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
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'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
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'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
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{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
<br />
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
<br />
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
<br />
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
<br />
The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
<br />
The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
<br />
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
<br />
{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
<br />
'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
<br />
====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
<br />
'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
<br />
====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
<br />
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
<br />
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
<br />
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
<br />
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
<br />
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
<br />
'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
<br />
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
<br />
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
<br />
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.7 Flat Sheet Column Mounting Assembly===<br />
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. <br />
<br />
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment. <br />
<br />
'''Standard.''' When used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs. <br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.8 Breakaway Assemblies===<br />
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.<br />
<br />
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
<br />
'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.<br />
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===903.16.4.9 Sign Orientation===<br />
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
<br />
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
<br />
'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
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===903.16.4.10 Sign Mountings===<br />
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
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<hr style="border:none; height:2px; background-color:red;" /><br />
<br><br></div>Hoskirhttps://epg.modot.org/index.php?title=127.2_Historic_Preservation_and_Cultural_Resources&diff=58607127.2 Historic Preservation and Cultural Resources2026-05-06T15:42:35Z<p>Hoskir: /* 127.2.9 Construction Inspection Guidance */ updated per RR4151</p>
<hr />
<div>{| style="padding: 0.3em; margin-left:7px; text-align: center; border: 2px solid #cccccc; font-size: 95%; background:#f5f5f5" width="260px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
|[[127.27 Guidelines for Obtaining Environmental Clearance for Off-Site Activities|EPG 127.27 Guidelines for Obtaining Environmental Clearance for Off-Site Activities]]<br />
|-<br />
|[[:Category:135 The Section 106 Process#135.3 Borrow and Excess Material Areas|Borrow and Excess Material Areas]]<br />
|-<br />
|[[:Category:139 Design - Build#139.6 Design-Build and the Environmental Process| Design-Build]]<br />
|-<br />
|[http://sp/sites/DE/environmental_historic_pres/Shared%20Documents/Forms/AllItems.aspx?RootFolder=%2Fsites%2FDE%2Fenvironmental%5Fhistoric%5Fpres%2FShared%20Documents%2FHistoricBridgeInventory&FolderCTID=0x0120008AD5F6AB07EC7C40A28041CBD4D69592&View=%7BAAE47A11%2D3349%2D48D6%2DB930%2D913EB12A229F%7D Missouri Historic Bridge Inventory]<br />
|-<br />
|[[media:127.2 Missouri Historic Bridge List.xlsx|Missouri Historic Bridge List]]<br />
|-<br />
|[[127.10 Section 4(f) Public Lands#127.10.2.1.1 Section 4(f) Properties| Section 4(f) Evaluations]]<br />
|}<br />
Why is Missouri Department of Transportation concerned with [http://www.modot.org/ehp/HistoricPreservation.htm historic preservation] and cultural resources? MoDOT strives to balance historic preservation regulations and concerns with the task of planning, designing, constructing, and maintaining the state’s complex transportation infrastructure. MoDOT’s Historic Preservation (HP) staff works to identify potential conflicts between the two and to help resolve them in the public interest. The HP staff ensures that no MoDOT job is denied federal funds or permits due to lack of compliance with historic preservation regulations. MoDOT makes every effort to comply with federal and state historic preservation legislation and regulations, and address citizen concerns, while being a good steward of Missouri's historic and prehistoric resources.<br />
<br />
The guidance in EPG 127.2 explains how MoDOT complies with [https://ecfr.io/Title-36/cfr800_main Section 106] for projects in the Statewide Transportation Improvement Plan. MoDOT also has been delegated oversight responsibilities by the Federal Highway Administration (FHWA) for Section 106 compliance for FHWA-funded projects conducted by the Local Public Agencies (LPA). MoDOT’s Section 106 guidance for LPA is provided in [[LPA:136.6 Environmental and Cultural Requirements#136.6.4.1 Section 106 (Cultural Resource) Compliance|EPG 136.6.4.1 Section 106 (Cultural Resource) Compliance]].<br />
<br />
==127.2.1 Definitions==<br />
'''Agreement Documents:''' Agreement documents include Memorandums of Agreement (MOA), Programmatic Agreements (PA) and Memorandums of Understanding (MOU). These are negotiated and signed legal documents among agencies and other consulting parties. Failure to comply with the terms of an Agreement Document may result in the cancellation of the agreement (potentially jeopardizing compliance with the [https://ecfr.io/Title-36/cfr800_main Section 106] process) and may result in one of the parties suing the others for non-compliance with Section 106.<br />
[[image:127.2 historic gutter.jpg|right|375px|thumb|<center>'''Handwork preserved the historic limestone gutters along a resurfacing project'''</center>]]<br />
:* MOAs are appropriate to record the agreed upon resolution for a specific undertaking with a defined beginning and conclusion, where adverse effects are understood. MOAs may identify the processes to be used but typically focus more on how project impacts on cultural resources will be handled. The MOA may specify avoidance, preservation in place, or mitigation activities for a resource and often has a detailed treatment plan attached that details the activities that must occur. <br />
:* PAs are appropriate for multiple or complex federal undertakings where 1) effects to historic properties cannot be fully determined in advance, 2) for federal agency programs, 3) for routine management activities by an agency, or 4) to tailor the standard Section 106 process to better fit in with agency management or decision making. PAs may identify how specific resources may be treated, but they focus more on the Section 106 responsibilities, processes and timelines to be used and the parties to be involved in the process. <br />
:* MOUs are less common and typically are agreements between agencies about funding and responsibilities.<br />
<br />
'''Area of Potential Effects:''' the geographic area or areas within which an undertaking may directly or indirectly cause alterations in the character or use of historic properties, if any such properties exist. The area of potential effects is influenced by the scale and nature of an undertaking and may be different for different kinds of effects caused by the undertaking.<br />
<br />
'''Consulting Parties:''' The Section 106 regulation states, “the section 106 process seeks to accommodate historic preservation concerns with the needs of Federal undertakings through consultation.” The parties that are part of the consultation process may include the State Historic Preservation Officer, Native American Tribes, communities and other interested parties with a demonstrated interest in the cultural resources or project (e.g. private foundations, not for profit organizations).<br />
<br />
'''Cultural Resources:''' These are defined as the collective evidence of the past activities and accomplishments of people, such as archaeological sites, buildings, objects, features, locations, and structures with scientific, historic, and cultural value.<br />
<br />
'''Effect:''' The alteration to the characteristics of a historic property qualifying it for inclusion in or eligibility for the National Register of Historic Places. “Adverse effects” are those that diminish characteristics qualifying a property for inclusion in the National Register.<br />
<br />
'''Historic Property:''' A Historic property is any prehistoric or historic district, site, building, structure, or object included in, or eligible for inclusion in, the National Register of Historic Places maintained by the Secretary of the Interior. This term includes artifacts, records, and remains that are related to and located within such properties. The term includes properties of traditional religious and cultural importance to an Indian tribe or Native Hawaiian organization and that meet the National Register criteria<br />
<br />
'''National Register of Historic Places:''' This is the nation's official list of historic places worthy of preservation that was authorized under the National Historic Preservation Act of 1966. It is an important planning tool under several preservation laws. Properties that can be listed include districts, archaeological sites, buildings, structures, or objects that are significant in American history, architecture, archaeology, engineering, and culture. The National Register is administered by the National Park Service, which is part of the U.S. Department of the Interior.<br />
<br />
'''Phase I Survey:''' The Phase I Survey is a reconnaissance survey to identify archaeological sites and buildings in a project’s area of potential effects. Systematic shovel test pit sampling is employed to locate archaeological sites. If potentially significant archaeological sites are identified in the survey, a Phase II Site Testing is generally recommended.<br />
<br />
'''Phase II Archaeological Site Testing:''' The purpose of Phase II testing is to collect sufficient archaeological data to determine historical and cultural significance of archaeological materials located during Phase I survey and to determine the site’s eligibility for listing on the National Register and what the project’s effect will be upon it. <br />
<br />
'''Phase III Mitigation/Data Recovery:''' Phase III archaeological data recovery is specifically tailored to recover the data that will be destroyed by the project. It is a highly-intensive version of Phase II, incorporating significantly more excavation, testing, mapping, and analysis of cultural material found on the site.<br />
<br />
'''[https://ecfr.io/Title-36/cfr800_main Section 106]:''' Provision in the National Historic Preservation Act that requires federal agencies to consider the effects of proposed undertakings on properties listed or eligible for listing in the National Register of Historic Places. (16 U.S. Code §470f; 36 C.F.R. Part 800) <br />
<br />
'''Section 4(f):''' Section 4(f) refers to the original section within the U.S. Department of Transportation Act of 1966 which provided for consideration of park and recreation lands, wildlife and waterfowl refuges, and historic sites during transportation project development. The law, now codified in 49 U.S.C. §303 and 23 U.S.C. §138, applies only to the U.S. Department of Transportation (U.S. DOT) and is implemented by the Federal Highway Administration (FHWA) and the Federal Transit Administration through the regulation 23 Code of Federal Regulations (CFR) 774.<br />
<br />
'''Section 4(f) Resource:''' These include publicly owned public parks, recreation areas, and wildlife or waterfowl refuges, or any publicly or privately-owned historic site listed or eligible for listing on the National Register of Historic Places (NRHP). If a site is determined not to be listed on or eligible for listing on the NRHP, FHWA still may determine that the application of Section 4(f) is appropriate when an official (such as the Mayor, president of the local historic society, etc.) formally provides information to indicate that the historic site is of local significance.<br />
<br />
'''Undertaking:''' A Federal undertaking is a project, activity, or program either funded, permitted, licensed, or approved by a Federal Agency.<br />
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==127.2.2 Historic Preservation Staff==<br />
The MoDOT Historic Preservation staff is part of the Central Office Design Division. Staff archaeologists handle issues regarding archeological resources, while the architectural historians handle issues involving buildings, structures, culverts and bridges. The historic preservation staff also a computer graphics specialist who modify project plans for submittal to other agencies. The MoDOT historic preservation staff conducts cultural resources investigations, prepares recommendations based on these investigations, and reviews cultural resources work done by consultants. The Historic Preservation staff is also available to assist with public interaction including providing presentations or displays at public meetings or preparing brochures or handouts.<br />
<br />
==127.2.3 Historic Preservation Regulations and Laws==<br />
The National Historic Preservation Act is the premier law in a series of laws that govern historic preservation. Additional laws that have a historic preservation aspect that MoDOT also needs to comply with include, but not limited to, are:<br />
<br />
:* The National Environmental Policy Act (NEPA) is legislation establishing national environmental policy and goals for the protection, maintenance, and enhancement of the environment. NEPA established the President’s Council on Environmental Quality and required that federal agencies establish procedures for evaluating the impacts of their actions on the natural and human environment. Federal agencies are required to involve stakeholders in the NEPA process.<br />
:* The Native American Grave and Repatriation Act (NAGPRA) requires federal agencies to consult with the appropriate Native American Tribes prior to the intentional excavation of human remains and funerary objects. The regulations establish a process for determining the rights of lineal descendants and Indian tribes and Native Hawaiian organizations to certain Native American human remains, funerary objects, sacred objects, or objects of cultural patrimony with which they are affiliated. <br />
:* American Indian Religious Freedom Act (AIRFA) is a US federal law and a joint resolution of Congress that was passed in 1978. It was created to protect and preserve the traditional religious rights and cultural practices of American Indians, Eskimos, Aleuts and Native Hawaiians. These rights include, but are not limited to, access of sacred sites, repatriation of sacred objects held in museums, freedom to worship through ceremonial and traditional rites, and use and possession of objects considered sacred.<br />
:* Executive Orders 13007 (Indian Sacred Sites) was issued in 1996, directing federal agencies, to the extent practicable and allowed by law, to allow Native Americans to worship at sacred sites located on federal property and to avoid adversely affecting the physical integrity of such sites.<br />
:* Executive Order 13287 (Preserve America) 13287 was issued in 2003, directing federal agencies to actively advance the protection, enhancement, and contemporary use of the historic properties owned by the federal government. It also encouraged agencies to establish partnerships with state, tribal, and local governments and the private sector to use these resources for economic development (e.g., tourism) and other public benefits.<br />
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===127.2.3.1 [https://ecfr.io/Title-36/cfr800_main Section 106 of the National Historic Preservation Act]===<br />
The National Historic Preservation Act (NHPA) encourages the identification and preservation of cultural resources through partnership with federal, state, tribal, and local governments. The Federal Highway Administration (FHWA), as an agency of the federal government, has responsibilities under the NHPA. These tasks are codified in a series of laws and policies. Much of the responsibility to follow these laws has been delegated by the FHWA to MoDOT. <br />
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|'''Additional Information'''<br />
|-<br />
|[https://www.achp.gov/protecting-historic-properties/section-106-process/introduction-section-106 Additional information on Section 106 from Advisory Council on Historic Preservation (ACHP)]<br />
|-<br />
|[https://www.modot.org/historic-preservation Additional information about MoDOT’s Section 106 responsibilities from MoDOT’s Historic Preservation’s webpage]<br />
|}<br />
<br />
Section 106 of the NHPA requires that MoDOT consider the potential impacts that any federally funded or permitted project may pose to significant cultural resources. Cultural resources include archaeological sites, buildings, structures (e.g., bridges), objects, and districts. The significance of a cultural resource is evaluated by applying a set of criteria that are set forth by the National Register of Historic Places. Cultural resources that meet the criteria of eligibility for listing, or already listed, on the National Register are referred to as "historic properties." Failure to obtain Section 106 clearance could jeopardize federal funding and permits for a project, which could result in project delays. Section 106 compliance requires MoDOT to:<br />
<br />
:* ''Initiating Section 106'' – Identify who should participate in the review. Consulting parties may include the State (or Tribal) Historic Preservation Officer, the local government, an applicant for federal assistance (if one is involved) and interested federally recognized Indian tribes or Native Hawaiian organizations. Historic preservation organizations and others with an interest in the preservation outcomes of the project or those with a legal or economic interest may also be invited to join consultation. The agency also plans how it will involve the public. <br />
:* ''Identify Historic Properties'' – Establish the project’s area of potential effect (APE) and determine if any cultural resources within the APE are historic properties. If no historic properties are present, or if those present will not be affected by the project, the review may conclude here.<br />
:* ''Assess Adverse Effects'' – Determine how historic properties might be affected by the project and whether any of those effects would be considered adverse. “Adverse effects” are those that diminish characteristics qualifying a property for inclusion in the National Register. If there are no potential adverse effects to a historic property, the review may conclude here.<br />
:* ''Resolve Adverse Effects'' – Explore measures to avoid, minimize, or mitigate adverse effects to historic properties and reach agreement with the State Historic Preservation Officer on measures to resolve them.<br />
<br />
Section 106 encourages, but does not mandate, the preservation of historic properties. The goal of Section 106 is to ensure that preservation values and the views of consulting parties and the public are factored into the planning process for all federally funded or permitted projects. It provides assurance that agencies will assume responsibility and public accountability for their decisions when dealing with cultural resources, and specifically historic properties. <br />
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====127.2.3.1.1 Tribal Consultation====<br />
Federal agencies are required to consult on a “government-to-government” basis with federally-recognized Indian tribes and nations on projects receiving federal funds or requiring federal permits. The federal government’s unique relationship with Indian tribes is embodied in the U.S. Constitution, treaties, court decisions, federal statutes and executive orders. Tribal consultation for MoDOT projects is primarily conducted through the Missouri Division of the Federal Highway Administration (FHWA).<br />
<br />
FHWA consults with federally-recognized Indian tribes with ancestral, historic, and ceded land connections to Missouri. Consultation with tribes is intended to facilitate avoiding or minimizing project impacts to cultural resources that a tribe considers of historical or religious significance. More information on Tribal Consultation is available on [https://www.modot.org/historic-preservation MoDOT’s Historic Preservation’s Tribal Consultation webpage].<br />
<br />
====127.2.3.1.2 Consulting Parties and Public Consultation====<br />
Consultation is the process of seeking, discussing and considering the views of other participants, and, where feasible, seeking agreement with them on matters arising in the Section 106 process. The Consulting Parties can include Federal Agencies (FHWA, Forest Service, National Park Service, etc.), the State Historic Preservation Office (SHPO), Project applicants (MoDOT and LPAs), interested Tribes, Local governments, the public with a demonstrated interest in the undertaking. FHWA and MoDOT work with the SHPO to identify consulting parties and invite them to participate in consultation. Consulting parties help FHWA and MoDOT make decisions. Because they often live in a community, consulting parties can help identify properties that are eligible for listing on the National Register of Historic Places, especially properties that are associated with historic events or individuals that might not be easily determined without extensive research. More information on Consultation is on [https://www.modot.org/consultation-under-section-106 MoDOT’s Historic Preservation’s Consultation webpage].<br />
<br />
===127.2.3.2 Section 4(f)===<br />
Section 4(f) was originally stipulated in the Department of Transportation Act of 1966 (Pub. L. 89-670, 80 Stat. 931). It is now codified at 23 U.S.C. § 138 and 49 U.S.C. § 303, although it is still commonly referred to as “Section 4(f).” Potential adverse effects to certain kinds of historic properties that are identified during the Section 106 process may require the preparation of a Section 4(f) evaluation.<br />
<br />
Section 4(f) requirements stipulate that FHWA and other DOT agencies cannot approve the use of land from publicly owned parks, recreational areas, wildlife and waterfowl refuges, or public and private historical sites unless the following conditions apply:<br />
:* There is no feasible and prudent avoidance alternative to the use of land; and the action includes all possible planning to minimize harm to the property resulting from such use; <br />
<br />
::OR<br />
<br />
:* FHWA determines that the use of the property will have a de minimis impact.<br />
<br />
Additional information related to Section 4(f) can be found in FHWA’s [https://www.environment.fhwa.dot.gov/legislation/section4f/4fpolicy.aspx ''Section 4(f) Policy Paper''] or the [https://www.environment.fhwa.dot.gov/env_topics/4f_tutorial/default.aspx ''Section 4(f) Tutorial''].<br />
<br />
When Section 4(f) properties are present, district Design staff will be requested to provide specific information to assist the Historic Preservation staff to complete the Section 4(f) evaluations:<br />
:* Bridge Programmatic: the district Design staff fills out Sections A, B and E (project description, Purpose & Need, alternatives) of the Programmatic Section 4(f) Evaluation Form.<br />
:* Historic De Minimis: if it is contingent upon a do not disturb (DND), or a job special provision (JSP), the district Design staff works with the HP staff to delineate the DND or draft the JSP.<br />
:* Individual Evaluation: the district Design staff provides to the HP staff description of the proposed action including purpose & need, impacts to the 4(f) property, alternatives (including cost estimates), public involvement and coordination, sometimes they need to provide additional assistance with the least overall harm analysis.<br />
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===127.2.3.3 Missouri Burials Laws===<br />
There are two state laws that involve projects encountering human burials. The Unmarked Human Burials law (RSMo 194) addresses situations where activities impact prehistoric burials and previously unrecognized historic burials. The Cemeteries law (RSMo 214) addresses project impacts to cemeteries and historic burials that are marked by headstones, particular kinds of vegetation or local folklore. If burials or human skeletal remains are encountered during construction, construction in that area '''must cease''' and Historic Preservation Staff immediately contacted. <br />
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====127.2.3.3.1 Missouri Unmarked Human Burials Law====<br />
If human skeletal remains are encountered during construction, their treatment will be handled in accordance with [https://revisor.mo.gov/main/OneChapter.aspx?chapter=194 Sections 194.400 to 194.410, RSMo], as amended. When human remains are encountered, the Contractor shall first stop all work within a 330-ft. or 100-meter radius of the remains, and secondly, shall notify the MoDOT Construction Inspector and/or Resident Engineer who will contact the Historic Preservation section. Historic Preservation staff will in turn notify the local law enforcement (to ensure that it is not a crime scene) and the State Historic Preservation Office (SHPO) as per RSMo 194 or to notify SHPO what has occurred and that it is covered by Missouri’s Cemeteries Law, §§ 214. RSMo. If the contractor is unable to contact appropriate MoDOT staff, the contractor shall initiate the involvement by local law enforcement and the SHPO. A description of the contractor’s actions will be promptly made to MoDOT. <br />
<br />
If the human remains are prehistoric, the agency must consult with Indian tribes who have with ancestral, historic, and ceded land connections to the area in which the remains are located to determine the appropriate treatment of the remains. [http://www.modot.org/ehp/TribalMap.htm Tribal consultation] may result in the conclusion that the remains should be preserved in place and construction plans changed to facilitate their preservation.<br />
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====127.2.3.3.2 Missouri Cemetery Law====<br />
Missouri’s [https://revisor.mo.gov/main/OneChapter.aspx?chapter=214 Cemeteries Law (Chapter 214. RSMo)] requires that the local Circuit Court be notified whenever marked human remains are encountered with the court assuming jurisdiction of the remains if a next-of-kin cannot be located. The process also begins with the MoDOT Historic Preservation Section being notified immediately of the presence of a known or suspect grave site. The MoDOT Historic Preservation Section will notify MoDOT Chief Council’s Office CCO), who then contacts the court officials. Under the direction of CCO and the Circuit Court, an undertaker or archaeologist will remove the remains with the remains moved to a new location. The courts may require that MoDOT attempt to notify relatives of the deceased through various forms of the media (typically local newspapers).<br />
<br />
Sections of Chapter 214, RSMo that have applied to MoDOT projects are: <br />
<br />
:* [https://revisor.mo.gov/main/OneSection.aspx?section=214.041&bid=11592&hl= 214.041] – ''Construction of roads prohibited in cemetery—exceptions'': “No road shall be constructed in any cemetery over a burial lot in which dead human remains are buried. Temporary access routes over burial lots may be used in the operation or maintenance of the cemetery or used in the construction of cemetery improvements or features. This section shall not apply to private or family cemeteries, as described in section 214.090.” <br />
:* [https://revisor.mo.gov/main/OneSection.aspx?section=214.131&bid=11600&hl= 214.131] – ''Tombstones, fences, destroying or mutilating in abandoned family or private cemetery, penalty--abandoned or private burying ground, defined'': “Every person who shall knowingly destroy, mutilate, disfigure, deface, injure or remove any tomb, monument or gravestone, or other structure placed in any abandoned family cemetery or private burying ground, or any fence, railing, or other work for the protection or ornamentation of any such cemetery or place of burial of any human being, or tomb, monument or gravestone, memento, or memorial, or other structure aforesaid, or of any lot within such cemetery is guilty of a class A misdemeanor. For the purposes of this section and subsection 1 of section 214.132, an "abandoned family cemetery" or "private burying ground" shall include those cemeteries or burying grounds which have not been deeded to the public as provided in chapter 214, and in which no body has been interred for at least twenty-five years.” <br />
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==127.2.4 What Jobs Require [https://ecfr.io/Title-36/cfr800_main Section 106] Compliance==<br />
Any job that receives Federal funds and permits, and involves:<br />
:1. ground disturbance within existing or proposed right-of-way or easements;<br />
:2. modifications to a bridge or culvert; and/or <br />
:3. destroys, relocates, or encroaches upon a building(s) or other features on a property, including sidewalks, fences, gateposts, entrance gates, and walls that may be contemporary with the building.<br />
<br />
These actions may be associated with initial highway construction, maintenance, or subsequent improvement activities. Even if a project plan does not include these actions, later contractor or maintenance tasks could meet one of these criteria. It is imperative that the Historic Preservation Section be involved in project determinations about cultural resources and be notified if cultural resources are encountered within job limits during construction or on highway property in general. The Section 106 compliance for many of these projects can be handled with the Minor Highway Project Programmatic Agreement.<br />
<br />
==127.2.5 Approximate Timelines for Section 106 Compliance==<br />
When the project’s footprint has been established and the district has received landowner permission the field investigations can begin. The end point is when MoDOT is going to request the release of federal funds. The Federal Highway Administration requires Section 106 and NEPA to be completed to release the federal funds. This is usually the PS&E date unless federal funds are being used to purchase property; then it’s the A-date. To guarantee that there is no potential for a project to be pulled from the letting schedule the Section 106 and NEPA processes needs to start 18 months before the A-date.<br />
:* Jobs requiring new right-of-way/easements and where no historic properties are found or adversely affected, it will take approximately '''3 months to complete the Section 106 process.''' <br />
:* Archaeological sites that need Phase II testing can add 1 to 3 months to the process – the timeline to compete the '''Section 106 process is 4-6 months.''' <br />
:* An adversely affected historic property will take an additional 4-6 months to negotiate and draft an agreement document (Memorandum of Agreement or Programmatic Agreement); the agreement document needs to be executed before NEPA is approved – the timeline to complete the '''Section 106 process is 8-12 months.''' <br />
:* The mitigation efforts to resolve the adverse effects upon a historic property as laid out in the agreement document stipulations include “field” mitigation efforts that need to be completed before the project can be advertised for construction bids (for example, excavations at archaeological sites, bridge photography, etc.). These field mitigation efforts can take 1-6 months to complete – the timeline to complete the '''Section 106 process is 9-18 months.'''<br />
:* If a project has an adverse effect on a historic property that is also a Section 4(f) property, a Section 4(f) Evaluation will need to be completed. Bridges have a nationwide programmatic Section 4(f) evaluation, which streamlines the process. If an Individual Section 4(f) Evaluation is required, anticipate that the process will take 12-15 months. Some portions of the Section 4(f) can be completed concurrently with the Section 106 consultation and resolution of adverse effects. The use of a Section 4(f) property cannot be approved by FHWA until the Section 4(f) Evaluation and the Section 106 process is completed. <br />
:* For a '''Design-Build Project''', if a historic property is identified in the area of potential effects and an effect determination can’t be made due to lack of a design or a commitment can’t be made to avoid the historic property, an executed Programmatic Agreement will be required to advance the Section 106 process and to complete the NEPA evaluation.<br />
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==127.2.6 How does the District Initiate [https://ecfr.io/Title-36/cfr800_main Section 106] Compliance==<br />
The Section 106 process is initiated through the Request for Environmental Services (RES) for MoDOT projects or the Request for Environmental Review (RER) for LPA projects. Early involvement by MoDOT’s Historic Preservation (HP) staff provides an opportunity to identify and attempt to avoid adverse effects to historic properties that will minimize the time and cost of addressing Section 106 concerns during project development. <br />
<br />
The submission by the Historic Preservation Section to the SHPO for project clearance minimally requires the project footprint on a topographic map. Most submissions also require a set of the project plans provided electronically for our graphic support staff to annotate with the results of our investigation. Photographs of a project area or specific resources (most often buildings or bridges) also may be requested from the district. <br />
<br />
It is the district’s responsibility to contact the landowner or tenant to obtain the right of ingress for Historic Preservation staff to conduct a cultural resources survey. The project manager should verify with the historic preservation and environmental staff to verify if there are parcels that access is not required. The project manager provides a written list (e-mail is acceptable) of landowners with their phone number, permission status (ingress allowed, denied, or unknown) to the archaeologist or architectural historian handling the job. A [https://epg.modot.org/forms/general_files/DE/ENV/Property_Permission_Letter_E-HP_sample.docx sample letter requesting permission] and a [https://epg.modot.org/forms/general_files/DE/ENV/PropertyAccessBrochureMoDOT.pdf brochure] showing a typical survey are provided. For any specific questions by a landowner, MoDOT historic preservation staff will make follow-up contacts. <br />
<br />
* During the ''Location/Conceptual Stage'', the HP staff should be consulted to determine if the project is a Section 106 undertaking, and if so, initiate the Section 106 process. The Section 106 process can be completed at this stage for certain projects that are considered “Minor Highway Projects” as per executed agreement documents. A change of the scope (e.g., type of project, later addition of right-of-way and/or easements, etc.) may remove a project from an earlier finding under this PA.<br />
* During the ''Preliminary Plans Stage'' the HP staff should establish the APE, identify historic properties, assess the project’s effects upon them, resolve any adverse effects, and obtained SHPO’s concurrence with MoDOT’s finding (i.e., the standard Section 106 process). <br />
:* To start the Section 106 process, the Historic Preservation section needs a footprint to survey (i.e., the maximum area consisting of new and existing right-of-way and temporary/permeant easements) and landowner permission. <br />
::* The “maximum footprint” should be larger enough to allow for adjustments during the design process and should include any known or planned offsite activity locations (e.g., borrow sites, staging areas, haul roads, burn pits and spoil sites, etc.).<br />
::* After the district has initiated landowner contact, HP staff can make follow-up calls if a property owner has specific questions, requests, or concerns.<br />
:* If landowner permission is not given, HP staff will work with the district to determine if a project specific programmatic agreement (PA) is needed. A project specific PA is needed when enough property is restricted to prevent a standard investigation to complete the Section 106 process. This process is necessary to allow for the release of Federal funds for the purchase of properties with MoDOT making a commitment to complete the Section 106 process and for MoDOT to address any adverse effect to historic properties determined later in the project development process. <br />
* By the ''Right of Way Plans Stage'', HP staff should have completed the standard Section 106 process. <br />
:* An Acquisition Authority (A-Date) for property acquisition can be approved upon SHPO accepting the initial Section 106 submittal, and the NEPA approval has been given.<br />
* By the completion of the ''Final Design Stage'', the Section 106 process should be completed, if being used, and any required agreement document has been executed.<br />
:* Stipulations in the agreement document that need to be finished before construction need to be completed by the PS&E date.<br />
:* ''Job Special Provisions (JSP'') – Some jobs may require a JSP to the construction contract to guarantee that commitments made in the Section 106 agreement document or NEPA documentation to protect cultural resources from collateral damage that may occur during construction or carried out (e.g., monitoring construction, avoidance of certain areas within the job boundaries, etc.). The HP staff will draft the job special provisions with assistance from the district design staff.<br />
<br />
The release of Federal funds by FHWA requires that the Section 106 process has been completed (i.e., the presence of historic properties and project effects upon any historic property(s) has been completed and SHPO has concurred with the finding).<br />
<br />
[https://epg.modot.org/forms/general_files/DE/ENV/Built_Environment_Resource_Methods.pdf MoDOT's Built Environment Resource Methods can be found here].<br />
<br />
==127.2.7 Confidentiality of Archaeological Site Locations==<br />
Some information, such as the location of archaeological sites, may be subject to the provisions of [https://www.nps.gov/history/local-law/nhpa1966.htm Section 304 of the NHPA]. Section 304 allows the applicable Lead Federal Agency to withhold from disclosure to the public, information about the location, character or ownership of a historic property if the applicable Lead Federal Agency determines that disclosure may: 1) cause a significant invasion of privacy, and 2) risk harm to the historic property. Archaeological site locations are not included in displays for public meetings and public hearings or otherwise disclosed to the general public. It is required that inquiries regarding archaeological site locations be forwarded to the Historic Preservation Section for response. <br />
<br />
Information about historic properties All actions stipulated in this MOA, where necessary, will be consistent with the requirements of Section 304 of the NHPA.<br />
<br />
==127.2.8 Artifacts and Features==<br />
Prehistoric artifacts may consist of stone tools such as "arrow heads", flakes of chert from the manufacture of tools, pottery, bone or mussel shell concentrations. Sometimes artifacts will appear in a "feature" such as a hearth or storage pit that may include a distinct outline, charcoal, and mottled soils. Historic artifacts may include bottles, broken china, nails, window glass and features such as old wells, cisterns, foundations, root cellars or privy pits. When in doubt whether or not artifacts found during construction constitute an archaeological site, MoDOT Historic Preservation staff is available to examine the finds and determine if further investigation is warranted. If the artifacts indicate an important archaeological site, HP staff will work with construction personnel to avoid or minimize disruption to the project. Sample artifact types are illustrated below. <br />
<br />
As noted above, MoDOT archaeologists will work with project personnel to avoid or minimize disruption to the project while satisfying [http://epg.modot.org/index.php/Category:135_The_Section_106_Process Section 106 requirements]. Failure to report a find during construction can result in adverse publicity for MoDOT, create greater delays for the project as other regulatory agencies may become involved, and can risk federal funding on the project. <br />
<br />
<center><br />
'''Examples of Prehistoric Artifacts (from the Avenue of the Saints Project)'''<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
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|[[image:127.2.8 Saint 1.jpg|center|700px]]<br />
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|[[image:127.2.8 Saint 2.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Saint 3.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Saint 4.jpg|center|400px]]<br />
|-<br />
|[[image:127.2.8 Saint 5.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Saint 6.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Saint 7.jpg|center|600px]]<br />
|-<br />
|[[image:127.2.8 Saint 8.jpg|center|600px]]<br />
|}<br />
<br />
<br />
'''Examples of Historic Artifacts (from the Mississippi River Bridge and Poplar Street Bridge projects)'''<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:127.2.8 Poplar 1.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Poplar 2.jpg|center|650px]]<br />
|-<br />
|[[image:127.2.8 Poplar 3.jpg|center|650px]]<br />
|-<br />
|[[image:127.2.8 Poplar 4.jpg|center|650px]]<br />
|-<br />
|[[image:127.2.8 Poplar 5.jpg|center|650px]]<br />
|}<br />
<br />
<br />
'''Examples of Prehistoric Features (from the Avenue of the Saints Project)'''<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:127.2.8 Saint Feature 1.jpg|center|700px]]<br />
|-<br />
|[[image:127.2.8 Saint Feature 2.jpg|center|700px]]<br />
|-<br />
|[[image:127.2.8 Saint Feature 3.jpg|center|700px]]<br />
|-<br />
|[[image:127.2.8 Saint Feature 4.jpg|center|400px]]<br />
|}<br />
<br />
<br />
'''Examples of Historic Features (from the Mississippi River Bridge and Poplar Street Bridge projects)'''<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:127.2.8 Poplar Feature 1.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Poplar Feature 3.jpg|center|650px]]<br />
|-<br />
|[[image:127.2.8 Poplar Feature 4.jpg|center|650px]]<br />
|}<br />
</center><br />
<br />
==127.2.9 Construction Inspection Guidance==<br />
Mitigation by data recovery is usually completed prior to construction if the presence of cultural resources is known. If [http://epg.modot.org/index.php/127.2_Historic_Preservation_and_Cultural_Resources#127.2.8_Artifacts_and_Features artifacts] are discovered during construction activities, the Historic Preservation section must be immediately notified. This will allow an inspection of the site by MoDOT HP staff to determine if further investigation is necessary before construction activities continue. <br />
<br />
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec. 107.8.2] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=5 Sec. 203.4.8] of the ''Missouri Standard Specifications for Highway Construction'' require the contractor to take steps to preserve any such artifacts that may be encountered and to notify the MoDOT Construction Inspector or Resident Engineer of their presence. If it is necessary to discontinue operations in a particular area to preserve such objects, this section of the specifications is basis for a work suspension. In order to ensure compliance with applicable state laws, the MoDOT Construction Inspector or Resident Engineer cannot release remains or artifacts or allow the contractor to disturb the area within the 330-foot or 100-meter buffer space around these discovered items, until after consultation with MoDOT HP staff and until after all applicable requirements from FHWA or SHPO have been addressed. <br />
<br />
===127.2.9.1 Cultural Resources Encountered During Construction===<br />
If cultural resources are encountered during construction, the contractor shall immediately stop all work within a 330-foot or 100-meter buffer around the limits of the resource and shall not resume without specific authorization from a MoDOT Historic Preservation Specialist. The contractor shall notify the MoDOT Resident Engineer or Construction Inspector, who shall contact the MoDOT HP within 24 hours of the discovery. MoDOT HP shall contact FHWA and SHPO within 48 hours of learning of the discovery and provide an evaluation of the resource and reasonable efforts to see if it can be avoided. FHWA shall make an eligibility and effects determination based upon the preliminary evaluation and consul with MoDOT, and SHPO a minimize or mitigate any adverse effect. FHWA will notify the Council and any tribes that might attach religious and/or cultural significance to the property within 48 hours of this determination. FHWA shall take into account Council and Tribal recommendations regarding the eligibility of the property and proposed actions, and direct MoDOT to carry out the appropriate actions. MoDOT will provide FHWA and SHPO with a report of the actions when they are completed. FHWA shall provide this report to the council and the tribes.<br />
<br />
===127.2.9.2 Human Remains Encountered During Construction===<br />
If human remains are encountered during construction, the contractor shall immediately stop all work within a 330-foot or 100-meter radius of the remains and shall not resume without specific authorization from MoDOT HP Staff, and either the SHPO or the local law enforcement officer, whichever party has jurisdiction over and responsibility for such remains. The contractor shall notify the MoDOT Construction Inspector and/or Resident Engineer who will contact the MoDOT HP section within 24 hours of the discovery. MoDOT HP staff will immediately notify the local law enforcement (to ensure that it is not a crime scene) and the SHPO as per RSMo 194 or to notify SHPO what has occurred and that it is covered by Missouri’s Cemeteries Law, §§ 214. RSMo. MoDOT HP staff will notify FHWA that human remains have been encountered within 24 hours of being notified of the find. If, within 24 hours, the contractor is unable to contact appropriate MoDOT staff, the contractor shall initiate the involvement by local law enforcement and the SHPO. A description of the contractor’s actions will be promptly made to MoDOT. FHWA will notify any Indian tribe that might attach cultural affiliation to the identified remains as soon as possible after their identification. FHWA shall take into account Tribal recommendations regarding treatment of the remains and proposed actions, and then direct MoDOT HP to carry-out the appropriate actions in consultation with the SHPO. MoDOT shall monitor the handling of any such human remains and associated funerary objected, sacred object or objects of cultural patrimony in accordance with the Missouri Unmarked Human Burial Sites Act, §§ 194.400 – 194.410, RSMo.<br />
<br />
==127.2.10 Historic Bridge Information==<br />
There are about 24,000 bridges in the state (state, county and city bridges). The 1996 [http://sp/sites/DE/environmental_historic_pres/Shared%20Documents/Forms/AllItems.aspx?RootFolder=%2Fsites%2FDE%2Fenvironmental%5Fhistoric%5Fpres%2FShared%20Documents%2FHistoricBridgeInventory&FolderCTID=0x0120008AD5F6AB07EC7C40A28041CBD4D69592&View=%7BAAE47A11%2D3349%2D48D6%2DB930%2D913EB12A229F%7D Missouri Historic Bridge Inventory] survey evaluated approximately 11,000 of them that were built before 1951. About 1,800 of these had some potential for NRHP eligibility and were researched in more detail. Of these, 399 were considered possibly eligible, eligible or listed on the NRHP. In 2003, a Programmatic Agreement between the MoDOT, FHWA, [http://dnr.mo.gov/shpo/index.html State Historic Preservation Office] and [http://www.achp.gov/ Advisory Council on Historic Preservation] accepted the results of Fraser’s 1996 survey and the 399 most significant bridges became the [http://epg.modot.org/files/8/87/127.2_Missouri_Historic_Bridge_List.xlsx Missouri Historic Bridge List] (with some modifications). That same year the Missouri Historic Bridge Management Plan outlined a strategy for dealing with historic bridges on the list.<br />
<br />
Additional information on individual bridges can be found at [https://www.bridgehunter.com/states/MO BridgeHunter.com]. Also, [http://onlinepubs.trb.org/onlinepubs/archive/NotesDocs/25-25(15)_FR.pdf ''Context for Common Historic Bridge Types''] is available for reference. <br />
<br />
==127.2.11 Early Acquisition of Right-of-Way and Disposal of Uneconomic Remnants==<br />
In extraordinary cases or emergency situations, consideration may be given to acquisition of hardship or protective buying parcels within the limits of a proposed highway corridor prior to completion of the appropriate environmental document. The acquisition of hardship or protective buying parcels shall not be considered when:<br />
:* The Section 106 process has not advanced to where preliminary eligibility and effect determinations have been made to identify Section 4(f) historic resources. <br />
:* They are located within Section 4(f) land or contain historical properties that the required Section 4(f) evaluation has not been completed.<br />
:* It would influence the selection of a preferred alternative or alignment, or otherwise influence the decision of the Department on any approval required for the project.<br />
:* It would cause any significant adverse environmental impacts or cumulative effects if multiple parcels are acquired.<br />
<br />
To comply with Section 4(f) for early acquisition requires that there is a reasonable level of effort to identify historic properties prior to issuing a Section 4(f) approval. The Section 106 process to identify and evaluate historic properties has been negotiated with FHWA, SHPO and the Advisory Council on Historic Preservation to help develop the reasonableness of the level of effort, which depends upon the anticipated effects of the project and nature of likely historic resources present in the area of potential effects. Completion of the 1st Phase of the Section 106 process is required to identify “above ground” historic properties (e.g., buildings bridges, etc.) and to document the level of effort and justification for the conclusion that it is unlikely that there are additional “below ground” historic properties (e.g., archaeological sites) that could be subject to Section 4(f).<br />
<br />
Details on this Right-of-Way acquisition process can be found in [[236.3 Administration#236.3.4.4 Early and Advance Acquisition|EPG 236.3.4.4 Early and Advance Acquisition]]. <br />
<br />
MoDOT considers impacts to cultural resources on uneconomic remnant and excess right of way parcels previously purchased by MoDOT for prior to their sale or disposal. If these parcels are identified early in the project, that information should be provided to the Historic Preservation Section in order that those areas are included in the initial survey of the project area. Consideration of the entire parcel to be acquired during the project development process may avoid additional trips to the project area and ensures that late discovery of significant cultural resources will not endanger any agreements between the MoDOT, SHPO, FHWA, other state or federal agencies, and the landowner. <br />
<br />
<br />
[[Category:127 MoDOT and the Environment|127.02]]</div>Hoskirhttps://epg.modot.org/index.php?title=127.2_Historic_Preservation_and_Cultural_Resources&diff=58606127.2 Historic Preservation and Cultural Resources2026-05-06T15:40:58Z<p>Hoskir: /* 127.2.3.3.1 Missouri Unmarked Human Burials Law */ updated per RR4151</p>
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<div>{| style="padding: 0.3em; margin-left:7px; text-align: center; border: 2px solid #cccccc; font-size: 95%; background:#f5f5f5" width="260px" align="right" <br />
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|'''Additional Information'''<br />
|-<br />
|[[127.27 Guidelines for Obtaining Environmental Clearance for Off-Site Activities|EPG 127.27 Guidelines for Obtaining Environmental Clearance for Off-Site Activities]]<br />
|-<br />
|[[:Category:135 The Section 106 Process#135.3 Borrow and Excess Material Areas|Borrow and Excess Material Areas]]<br />
|-<br />
|[[:Category:139 Design - Build#139.6 Design-Build and the Environmental Process| Design-Build]]<br />
|-<br />
|[http://sp/sites/DE/environmental_historic_pres/Shared%20Documents/Forms/AllItems.aspx?RootFolder=%2Fsites%2FDE%2Fenvironmental%5Fhistoric%5Fpres%2FShared%20Documents%2FHistoricBridgeInventory&FolderCTID=0x0120008AD5F6AB07EC7C40A28041CBD4D69592&View=%7BAAE47A11%2D3349%2D48D6%2DB930%2D913EB12A229F%7D Missouri Historic Bridge Inventory]<br />
|-<br />
|[[media:127.2 Missouri Historic Bridge List.xlsx|Missouri Historic Bridge List]]<br />
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|[[127.10 Section 4(f) Public Lands#127.10.2.1.1 Section 4(f) Properties| Section 4(f) Evaluations]]<br />
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Why is Missouri Department of Transportation concerned with [http://www.modot.org/ehp/HistoricPreservation.htm historic preservation] and cultural resources? MoDOT strives to balance historic preservation regulations and concerns with the task of planning, designing, constructing, and maintaining the state’s complex transportation infrastructure. MoDOT’s Historic Preservation (HP) staff works to identify potential conflicts between the two and to help resolve them in the public interest. The HP staff ensures that no MoDOT job is denied federal funds or permits due to lack of compliance with historic preservation regulations. MoDOT makes every effort to comply with federal and state historic preservation legislation and regulations, and address citizen concerns, while being a good steward of Missouri's historic and prehistoric resources.<br />
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The guidance in EPG 127.2 explains how MoDOT complies with [https://ecfr.io/Title-36/cfr800_main Section 106] for projects in the Statewide Transportation Improvement Plan. MoDOT also has been delegated oversight responsibilities by the Federal Highway Administration (FHWA) for Section 106 compliance for FHWA-funded projects conducted by the Local Public Agencies (LPA). MoDOT’s Section 106 guidance for LPA is provided in [[LPA:136.6 Environmental and Cultural Requirements#136.6.4.1 Section 106 (Cultural Resource) Compliance|EPG 136.6.4.1 Section 106 (Cultural Resource) Compliance]].<br />
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==127.2.1 Definitions==<br />
'''Agreement Documents:''' Agreement documents include Memorandums of Agreement (MOA), Programmatic Agreements (PA) and Memorandums of Understanding (MOU). These are negotiated and signed legal documents among agencies and other consulting parties. Failure to comply with the terms of an Agreement Document may result in the cancellation of the agreement (potentially jeopardizing compliance with the [https://ecfr.io/Title-36/cfr800_main Section 106] process) and may result in one of the parties suing the others for non-compliance with Section 106.<br />
[[image:127.2 historic gutter.jpg|right|375px|thumb|<center>'''Handwork preserved the historic limestone gutters along a resurfacing project'''</center>]]<br />
:* MOAs are appropriate to record the agreed upon resolution for a specific undertaking with a defined beginning and conclusion, where adverse effects are understood. MOAs may identify the processes to be used but typically focus more on how project impacts on cultural resources will be handled. The MOA may specify avoidance, preservation in place, or mitigation activities for a resource and often has a detailed treatment plan attached that details the activities that must occur. <br />
:* PAs are appropriate for multiple or complex federal undertakings where 1) effects to historic properties cannot be fully determined in advance, 2) for federal agency programs, 3) for routine management activities by an agency, or 4) to tailor the standard Section 106 process to better fit in with agency management or decision making. PAs may identify how specific resources may be treated, but they focus more on the Section 106 responsibilities, processes and timelines to be used and the parties to be involved in the process. <br />
:* MOUs are less common and typically are agreements between agencies about funding and responsibilities.<br />
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'''Area of Potential Effects:''' the geographic area or areas within which an undertaking may directly or indirectly cause alterations in the character or use of historic properties, if any such properties exist. The area of potential effects is influenced by the scale and nature of an undertaking and may be different for different kinds of effects caused by the undertaking.<br />
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'''Consulting Parties:''' The Section 106 regulation states, “the section 106 process seeks to accommodate historic preservation concerns with the needs of Federal undertakings through consultation.” The parties that are part of the consultation process may include the State Historic Preservation Officer, Native American Tribes, communities and other interested parties with a demonstrated interest in the cultural resources or project (e.g. private foundations, not for profit organizations).<br />
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'''Cultural Resources:''' These are defined as the collective evidence of the past activities and accomplishments of people, such as archaeological sites, buildings, objects, features, locations, and structures with scientific, historic, and cultural value.<br />
<br />
'''Effect:''' The alteration to the characteristics of a historic property qualifying it for inclusion in or eligibility for the National Register of Historic Places. “Adverse effects” are those that diminish characteristics qualifying a property for inclusion in the National Register.<br />
<br />
'''Historic Property:''' A Historic property is any prehistoric or historic district, site, building, structure, or object included in, or eligible for inclusion in, the National Register of Historic Places maintained by the Secretary of the Interior. This term includes artifacts, records, and remains that are related to and located within such properties. The term includes properties of traditional religious and cultural importance to an Indian tribe or Native Hawaiian organization and that meet the National Register criteria<br />
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'''National Register of Historic Places:''' This is the nation's official list of historic places worthy of preservation that was authorized under the National Historic Preservation Act of 1966. It is an important planning tool under several preservation laws. Properties that can be listed include districts, archaeological sites, buildings, structures, or objects that are significant in American history, architecture, archaeology, engineering, and culture. The National Register is administered by the National Park Service, which is part of the U.S. Department of the Interior.<br />
<br />
'''Phase I Survey:''' The Phase I Survey is a reconnaissance survey to identify archaeological sites and buildings in a project’s area of potential effects. Systematic shovel test pit sampling is employed to locate archaeological sites. If potentially significant archaeological sites are identified in the survey, a Phase II Site Testing is generally recommended.<br />
<br />
'''Phase II Archaeological Site Testing:''' The purpose of Phase II testing is to collect sufficient archaeological data to determine historical and cultural significance of archaeological materials located during Phase I survey and to determine the site’s eligibility for listing on the National Register and what the project’s effect will be upon it. <br />
<br />
'''Phase III Mitigation/Data Recovery:''' Phase III archaeological data recovery is specifically tailored to recover the data that will be destroyed by the project. It is a highly-intensive version of Phase II, incorporating significantly more excavation, testing, mapping, and analysis of cultural material found on the site.<br />
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'''[https://ecfr.io/Title-36/cfr800_main Section 106]:''' Provision in the National Historic Preservation Act that requires federal agencies to consider the effects of proposed undertakings on properties listed or eligible for listing in the National Register of Historic Places. (16 U.S. Code §470f; 36 C.F.R. Part 800) <br />
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'''Section 4(f):''' Section 4(f) refers to the original section within the U.S. Department of Transportation Act of 1966 which provided for consideration of park and recreation lands, wildlife and waterfowl refuges, and historic sites during transportation project development. The law, now codified in 49 U.S.C. §303 and 23 U.S.C. §138, applies only to the U.S. Department of Transportation (U.S. DOT) and is implemented by the Federal Highway Administration (FHWA) and the Federal Transit Administration through the regulation 23 Code of Federal Regulations (CFR) 774.<br />
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'''Section 4(f) Resource:''' These include publicly owned public parks, recreation areas, and wildlife or waterfowl refuges, or any publicly or privately-owned historic site listed or eligible for listing on the National Register of Historic Places (NRHP). If a site is determined not to be listed on or eligible for listing on the NRHP, FHWA still may determine that the application of Section 4(f) is appropriate when an official (such as the Mayor, president of the local historic society, etc.) formally provides information to indicate that the historic site is of local significance.<br />
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'''Undertaking:''' A Federal undertaking is a project, activity, or program either funded, permitted, licensed, or approved by a Federal Agency.<br />
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==127.2.2 Historic Preservation Staff==<br />
The MoDOT Historic Preservation staff is part of the Central Office Design Division. Staff archaeologists handle issues regarding archeological resources, while the architectural historians handle issues involving buildings, structures, culverts and bridges. The historic preservation staff also a computer graphics specialist who modify project plans for submittal to other agencies. The MoDOT historic preservation staff conducts cultural resources investigations, prepares recommendations based on these investigations, and reviews cultural resources work done by consultants. The Historic Preservation staff is also available to assist with public interaction including providing presentations or displays at public meetings or preparing brochures or handouts.<br />
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==127.2.3 Historic Preservation Regulations and Laws==<br />
The National Historic Preservation Act is the premier law in a series of laws that govern historic preservation. Additional laws that have a historic preservation aspect that MoDOT also needs to comply with include, but not limited to, are:<br />
<br />
:* The National Environmental Policy Act (NEPA) is legislation establishing national environmental policy and goals for the protection, maintenance, and enhancement of the environment. NEPA established the President’s Council on Environmental Quality and required that federal agencies establish procedures for evaluating the impacts of their actions on the natural and human environment. Federal agencies are required to involve stakeholders in the NEPA process.<br />
:* The Native American Grave and Repatriation Act (NAGPRA) requires federal agencies to consult with the appropriate Native American Tribes prior to the intentional excavation of human remains and funerary objects. The regulations establish a process for determining the rights of lineal descendants and Indian tribes and Native Hawaiian organizations to certain Native American human remains, funerary objects, sacred objects, or objects of cultural patrimony with which they are affiliated. <br />
:* American Indian Religious Freedom Act (AIRFA) is a US federal law and a joint resolution of Congress that was passed in 1978. It was created to protect and preserve the traditional religious rights and cultural practices of American Indians, Eskimos, Aleuts and Native Hawaiians. These rights include, but are not limited to, access of sacred sites, repatriation of sacred objects held in museums, freedom to worship through ceremonial and traditional rites, and use and possession of objects considered sacred.<br />
:* Executive Orders 13007 (Indian Sacred Sites) was issued in 1996, directing federal agencies, to the extent practicable and allowed by law, to allow Native Americans to worship at sacred sites located on federal property and to avoid adversely affecting the physical integrity of such sites.<br />
:* Executive Order 13287 (Preserve America) 13287 was issued in 2003, directing federal agencies to actively advance the protection, enhancement, and contemporary use of the historic properties owned by the federal government. It also encouraged agencies to establish partnerships with state, tribal, and local governments and the private sector to use these resources for economic development (e.g., tourism) and other public benefits.<br />
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===127.2.3.1 [https://ecfr.io/Title-36/cfr800_main Section 106 of the National Historic Preservation Act]===<br />
The National Historic Preservation Act (NHPA) encourages the identification and preservation of cultural resources through partnership with federal, state, tribal, and local governments. The Federal Highway Administration (FHWA), as an agency of the federal government, has responsibilities under the NHPA. These tasks are codified in a series of laws and policies. Much of the responsibility to follow these laws has been delegated by the FHWA to MoDOT. <br />
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|'''Additional Information'''<br />
|-<br />
|[https://www.achp.gov/protecting-historic-properties/section-106-process/introduction-section-106 Additional information on Section 106 from Advisory Council on Historic Preservation (ACHP)]<br />
|-<br />
|[https://www.modot.org/historic-preservation Additional information about MoDOT’s Section 106 responsibilities from MoDOT’s Historic Preservation’s webpage]<br />
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Section 106 of the NHPA requires that MoDOT consider the potential impacts that any federally funded or permitted project may pose to significant cultural resources. Cultural resources include archaeological sites, buildings, structures (e.g., bridges), objects, and districts. The significance of a cultural resource is evaluated by applying a set of criteria that are set forth by the National Register of Historic Places. Cultural resources that meet the criteria of eligibility for listing, or already listed, on the National Register are referred to as "historic properties." Failure to obtain Section 106 clearance could jeopardize federal funding and permits for a project, which could result in project delays. Section 106 compliance requires MoDOT to:<br />
<br />
:* ''Initiating Section 106'' – Identify who should participate in the review. Consulting parties may include the State (or Tribal) Historic Preservation Officer, the local government, an applicant for federal assistance (if one is involved) and interested federally recognized Indian tribes or Native Hawaiian organizations. Historic preservation organizations and others with an interest in the preservation outcomes of the project or those with a legal or economic interest may also be invited to join consultation. The agency also plans how it will involve the public. <br />
:* ''Identify Historic Properties'' – Establish the project’s area of potential effect (APE) and determine if any cultural resources within the APE are historic properties. If no historic properties are present, or if those present will not be affected by the project, the review may conclude here.<br />
:* ''Assess Adverse Effects'' – Determine how historic properties might be affected by the project and whether any of those effects would be considered adverse. “Adverse effects” are those that diminish characteristics qualifying a property for inclusion in the National Register. If there are no potential adverse effects to a historic property, the review may conclude here.<br />
:* ''Resolve Adverse Effects'' – Explore measures to avoid, minimize, or mitigate adverse effects to historic properties and reach agreement with the State Historic Preservation Officer on measures to resolve them.<br />
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Section 106 encourages, but does not mandate, the preservation of historic properties. The goal of Section 106 is to ensure that preservation values and the views of consulting parties and the public are factored into the planning process for all federally funded or permitted projects. It provides assurance that agencies will assume responsibility and public accountability for their decisions when dealing with cultural resources, and specifically historic properties. <br />
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====127.2.3.1.1 Tribal Consultation====<br />
Federal agencies are required to consult on a “government-to-government” basis with federally-recognized Indian tribes and nations on projects receiving federal funds or requiring federal permits. The federal government’s unique relationship with Indian tribes is embodied in the U.S. Constitution, treaties, court decisions, federal statutes and executive orders. Tribal consultation for MoDOT projects is primarily conducted through the Missouri Division of the Federal Highway Administration (FHWA).<br />
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FHWA consults with federally-recognized Indian tribes with ancestral, historic, and ceded land connections to Missouri. Consultation with tribes is intended to facilitate avoiding or minimizing project impacts to cultural resources that a tribe considers of historical or religious significance. More information on Tribal Consultation is available on [https://www.modot.org/historic-preservation MoDOT’s Historic Preservation’s Tribal Consultation webpage].<br />
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====127.2.3.1.2 Consulting Parties and Public Consultation====<br />
Consultation is the process of seeking, discussing and considering the views of other participants, and, where feasible, seeking agreement with them on matters arising in the Section 106 process. The Consulting Parties can include Federal Agencies (FHWA, Forest Service, National Park Service, etc.), the State Historic Preservation Office (SHPO), Project applicants (MoDOT and LPAs), interested Tribes, Local governments, the public with a demonstrated interest in the undertaking. FHWA and MoDOT work with the SHPO to identify consulting parties and invite them to participate in consultation. Consulting parties help FHWA and MoDOT make decisions. Because they often live in a community, consulting parties can help identify properties that are eligible for listing on the National Register of Historic Places, especially properties that are associated with historic events or individuals that might not be easily determined without extensive research. More information on Consultation is on [https://www.modot.org/consultation-under-section-106 MoDOT’s Historic Preservation’s Consultation webpage].<br />
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===127.2.3.2 Section 4(f)===<br />
Section 4(f) was originally stipulated in the Department of Transportation Act of 1966 (Pub. L. 89-670, 80 Stat. 931). It is now codified at 23 U.S.C. § 138 and 49 U.S.C. § 303, although it is still commonly referred to as “Section 4(f).” Potential adverse effects to certain kinds of historic properties that are identified during the Section 106 process may require the preparation of a Section 4(f) evaluation.<br />
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Section 4(f) requirements stipulate that FHWA and other DOT agencies cannot approve the use of land from publicly owned parks, recreational areas, wildlife and waterfowl refuges, or public and private historical sites unless the following conditions apply:<br />
:* There is no feasible and prudent avoidance alternative to the use of land; and the action includes all possible planning to minimize harm to the property resulting from such use; <br />
<br />
::OR<br />
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:* FHWA determines that the use of the property will have a de minimis impact.<br />
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Additional information related to Section 4(f) can be found in FHWA’s [https://www.environment.fhwa.dot.gov/legislation/section4f/4fpolicy.aspx ''Section 4(f) Policy Paper''] or the [https://www.environment.fhwa.dot.gov/env_topics/4f_tutorial/default.aspx ''Section 4(f) Tutorial''].<br />
<br />
When Section 4(f) properties are present, district Design staff will be requested to provide specific information to assist the Historic Preservation staff to complete the Section 4(f) evaluations:<br />
:* Bridge Programmatic: the district Design staff fills out Sections A, B and E (project description, Purpose & Need, alternatives) of the Programmatic Section 4(f) Evaluation Form.<br />
:* Historic De Minimis: if it is contingent upon a do not disturb (DND), or a job special provision (JSP), the district Design staff works with the HP staff to delineate the DND or draft the JSP.<br />
:* Individual Evaluation: the district Design staff provides to the HP staff description of the proposed action including purpose & need, impacts to the 4(f) property, alternatives (including cost estimates), public involvement and coordination, sometimes they need to provide additional assistance with the least overall harm analysis.<br />
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===127.2.3.3 Missouri Burials Laws===<br />
There are two state laws that involve projects encountering human burials. The Unmarked Human Burials law (RSMo 194) addresses situations where activities impact prehistoric burials and previously unrecognized historic burials. The Cemeteries law (RSMo 214) addresses project impacts to cemeteries and historic burials that are marked by headstones, particular kinds of vegetation or local folklore. If burials or human skeletal remains are encountered during construction, construction in that area '''must cease''' and Historic Preservation Staff immediately contacted. <br />
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====127.2.3.3.1 Missouri Unmarked Human Burials Law====<br />
If human skeletal remains are encountered during construction, their treatment will be handled in accordance with [https://revisor.mo.gov/main/OneChapter.aspx?chapter=194 Sections 194.400 to 194.410, RSMo], as amended. When human remains are encountered, the Contractor shall first stop all work within a 330-ft. or 100-meter radius of the remains, and secondly, shall notify the MoDOT Construction Inspector and/or Resident Engineer who will contact the Historic Preservation section. Historic Preservation staff will in turn notify the local law enforcement (to ensure that it is not a crime scene) and the State Historic Preservation Office (SHPO) as per RSMo 194 or to notify SHPO what has occurred and that it is covered by Missouri’s Cemeteries Law, §§ 214. RSMo. If the contractor is unable to contact appropriate MoDOT staff, the contractor shall initiate the involvement by local law enforcement and the SHPO. A description of the contractor’s actions will be promptly made to MoDOT. <br />
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If the human remains are prehistoric, the agency must consult with Indian tribes who have with ancestral, historic, and ceded land connections to the area in which the remains are located to determine the appropriate treatment of the remains. [http://www.modot.org/ehp/TribalMap.htm Tribal consultation] may result in the conclusion that the remains should be preserved in place and construction plans changed to facilitate their preservation.<br />
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====127.2.3.3.2 Missouri Cemetery Law====<br />
Missouri’s [https://revisor.mo.gov/main/OneChapter.aspx?chapter=214 Cemeteries Law (Chapter 214. RSMo)] requires that the local Circuit Court be notified whenever marked human remains are encountered with the court assuming jurisdiction of the remains if a next-of-kin cannot be located. The process also begins with the MoDOT Historic Preservation Section being notified immediately of the presence of a known or suspect grave site. The MoDOT Historic Preservation Section will notify MoDOT Chief Council’s Office CCO), who then contacts the court officials. Under the direction of CCO and the Circuit Court, an undertaker or archaeologist will remove the remains with the remains moved to a new location. The courts may require that MoDOT attempt to notify relatives of the deceased through various forms of the media (typically local newspapers).<br />
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Sections of Chapter 214, RSMo that have applied to MoDOT projects are: <br />
<br />
:* [https://revisor.mo.gov/main/OneSection.aspx?section=214.041&bid=11592&hl= 214.041] – ''Construction of roads prohibited in cemetery—exceptions'': “No road shall be constructed in any cemetery over a burial lot in which dead human remains are buried. Temporary access routes over burial lots may be used in the operation or maintenance of the cemetery or used in the construction of cemetery improvements or features. This section shall not apply to private or family cemeteries, as described in section 214.090.” <br />
:* [https://revisor.mo.gov/main/OneSection.aspx?section=214.131&bid=11600&hl= 214.131] – ''Tombstones, fences, destroying or mutilating in abandoned family or private cemetery, penalty--abandoned or private burying ground, defined'': “Every person who shall knowingly destroy, mutilate, disfigure, deface, injure or remove any tomb, monument or gravestone, or other structure placed in any abandoned family cemetery or private burying ground, or any fence, railing, or other work for the protection or ornamentation of any such cemetery or place of burial of any human being, or tomb, monument or gravestone, memento, or memorial, or other structure aforesaid, or of any lot within such cemetery is guilty of a class A misdemeanor. For the purposes of this section and subsection 1 of section 214.132, an "abandoned family cemetery" or "private burying ground" shall include those cemeteries or burying grounds which have not been deeded to the public as provided in chapter 214, and in which no body has been interred for at least twenty-five years.” <br />
<br />
==127.2.4 What Jobs Require [https://ecfr.io/Title-36/cfr800_main Section 106] Compliance==<br />
Any job that receives Federal funds and permits, and involves:<br />
:1. ground disturbance within existing or proposed right-of-way or easements;<br />
:2. modifications to a bridge or culvert; and/or <br />
:3. destroys, relocates, or encroaches upon a building(s) or other features on a property, including sidewalks, fences, gateposts, entrance gates, and walls that may be contemporary with the building.<br />
<br />
These actions may be associated with initial highway construction, maintenance, or subsequent improvement activities. Even if a project plan does not include these actions, later contractor or maintenance tasks could meet one of these criteria. It is imperative that the Historic Preservation Section be involved in project determinations about cultural resources and be notified if cultural resources are encountered within job limits during construction or on highway property in general. The Section 106 compliance for many of these projects can be handled with the Minor Highway Project Programmatic Agreement.<br />
<br />
==127.2.5 Approximate Timelines for Section 106 Compliance==<br />
When the project’s footprint has been established and the district has received landowner permission the field investigations can begin. The end point is when MoDOT is going to request the release of federal funds. The Federal Highway Administration requires Section 106 and NEPA to be completed to release the federal funds. This is usually the PS&E date unless federal funds are being used to purchase property; then it’s the A-date. To guarantee that there is no potential for a project to be pulled from the letting schedule the Section 106 and NEPA processes needs to start 18 months before the A-date.<br />
:* Jobs requiring new right-of-way/easements and where no historic properties are found or adversely affected, it will take approximately '''3 months to complete the Section 106 process.''' <br />
:* Archaeological sites that need Phase II testing can add 1 to 3 months to the process – the timeline to compete the '''Section 106 process is 4-6 months.''' <br />
:* An adversely affected historic property will take an additional 4-6 months to negotiate and draft an agreement document (Memorandum of Agreement or Programmatic Agreement); the agreement document needs to be executed before NEPA is approved – the timeline to complete the '''Section 106 process is 8-12 months.''' <br />
:* The mitigation efforts to resolve the adverse effects upon a historic property as laid out in the agreement document stipulations include “field” mitigation efforts that need to be completed before the project can be advertised for construction bids (for example, excavations at archaeological sites, bridge photography, etc.). These field mitigation efforts can take 1-6 months to complete – the timeline to complete the '''Section 106 process is 9-18 months.'''<br />
:* If a project has an adverse effect on a historic property that is also a Section 4(f) property, a Section 4(f) Evaluation will need to be completed. Bridges have a nationwide programmatic Section 4(f) evaluation, which streamlines the process. If an Individual Section 4(f) Evaluation is required, anticipate that the process will take 12-15 months. Some portions of the Section 4(f) can be completed concurrently with the Section 106 consultation and resolution of adverse effects. The use of a Section 4(f) property cannot be approved by FHWA until the Section 4(f) Evaluation and the Section 106 process is completed. <br />
:* For a '''Design-Build Project''', if a historic property is identified in the area of potential effects and an effect determination can’t be made due to lack of a design or a commitment can’t be made to avoid the historic property, an executed Programmatic Agreement will be required to advance the Section 106 process and to complete the NEPA evaluation.<br />
<br />
==127.2.6 How does the District Initiate [https://ecfr.io/Title-36/cfr800_main Section 106] Compliance==<br />
The Section 106 process is initiated through the Request for Environmental Services (RES) for MoDOT projects or the Request for Environmental Review (RER) for LPA projects. Early involvement by MoDOT’s Historic Preservation (HP) staff provides an opportunity to identify and attempt to avoid adverse effects to historic properties that will minimize the time and cost of addressing Section 106 concerns during project development. <br />
<br />
The submission by the Historic Preservation Section to the SHPO for project clearance minimally requires the project footprint on a topographic map. Most submissions also require a set of the project plans provided electronically for our graphic support staff to annotate with the results of our investigation. Photographs of a project area or specific resources (most often buildings or bridges) also may be requested from the district. <br />
<br />
It is the district’s responsibility to contact the landowner or tenant to obtain the right of ingress for Historic Preservation staff to conduct a cultural resources survey. The project manager should verify with the historic preservation and environmental staff to verify if there are parcels that access is not required. The project manager provides a written list (e-mail is acceptable) of landowners with their phone number, permission status (ingress allowed, denied, or unknown) to the archaeologist or architectural historian handling the job. A [https://epg.modot.org/forms/general_files/DE/ENV/Property_Permission_Letter_E-HP_sample.docx sample letter requesting permission] and a [https://epg.modot.org/forms/general_files/DE/ENV/PropertyAccessBrochureMoDOT.pdf brochure] showing a typical survey are provided. For any specific questions by a landowner, MoDOT historic preservation staff will make follow-up contacts. <br />
<br />
* During the ''Location/Conceptual Stage'', the HP staff should be consulted to determine if the project is a Section 106 undertaking, and if so, initiate the Section 106 process. The Section 106 process can be completed at this stage for certain projects that are considered “Minor Highway Projects” as per executed agreement documents. A change of the scope (e.g., type of project, later addition of right-of-way and/or easements, etc.) may remove a project from an earlier finding under this PA.<br />
* During the ''Preliminary Plans Stage'' the HP staff should establish the APE, identify historic properties, assess the project’s effects upon them, resolve any adverse effects, and obtained SHPO’s concurrence with MoDOT’s finding (i.e., the standard Section 106 process). <br />
:* To start the Section 106 process, the Historic Preservation section needs a footprint to survey (i.e., the maximum area consisting of new and existing right-of-way and temporary/permeant easements) and landowner permission. <br />
::* The “maximum footprint” should be larger enough to allow for adjustments during the design process and should include any known or planned offsite activity locations (e.g., borrow sites, staging areas, haul roads, burn pits and spoil sites, etc.).<br />
::* After the district has initiated landowner contact, HP staff can make follow-up calls if a property owner has specific questions, requests, or concerns.<br />
:* If landowner permission is not given, HP staff will work with the district to determine if a project specific programmatic agreement (PA) is needed. A project specific PA is needed when enough property is restricted to prevent a standard investigation to complete the Section 106 process. This process is necessary to allow for the release of Federal funds for the purchase of properties with MoDOT making a commitment to complete the Section 106 process and for MoDOT to address any adverse effect to historic properties determined later in the project development process. <br />
* By the ''Right of Way Plans Stage'', HP staff should have completed the standard Section 106 process. <br />
:* An Acquisition Authority (A-Date) for property acquisition can be approved upon SHPO accepting the initial Section 106 submittal, and the NEPA approval has been given.<br />
* By the completion of the ''Final Design Stage'', the Section 106 process should be completed, if being used, and any required agreement document has been executed.<br />
:* Stipulations in the agreement document that need to be finished before construction need to be completed by the PS&E date.<br />
:* ''Job Special Provisions (JSP'') – Some jobs may require a JSP to the construction contract to guarantee that commitments made in the Section 106 agreement document or NEPA documentation to protect cultural resources from collateral damage that may occur during construction or carried out (e.g., monitoring construction, avoidance of certain areas within the job boundaries, etc.). The HP staff will draft the job special provisions with assistance from the district design staff.<br />
<br />
The release of Federal funds by FHWA requires that the Section 106 process has been completed (i.e., the presence of historic properties and project effects upon any historic property(s) has been completed and SHPO has concurred with the finding).<br />
<br />
[https://epg.modot.org/forms/general_files/DE/ENV/Built_Environment_Resource_Methods.pdf MoDOT's Built Environment Resource Methods can be found here].<br />
<br />
==127.2.7 Confidentiality of Archaeological Site Locations==<br />
Some information, such as the location of archaeological sites, may be subject to the provisions of [https://www.nps.gov/history/local-law/nhpa1966.htm Section 304 of the NHPA]. Section 304 allows the applicable Lead Federal Agency to withhold from disclosure to the public, information about the location, character or ownership of a historic property if the applicable Lead Federal Agency determines that disclosure may: 1) cause a significant invasion of privacy, and 2) risk harm to the historic property. Archaeological site locations are not included in displays for public meetings and public hearings or otherwise disclosed to the general public. It is required that inquiries regarding archaeological site locations be forwarded to the Historic Preservation Section for response. <br />
<br />
Information about historic properties All actions stipulated in this MOA, where necessary, will be consistent with the requirements of Section 304 of the NHPA.<br />
<br />
==127.2.8 Artifacts and Features==<br />
Prehistoric artifacts may consist of stone tools such as "arrow heads", flakes of chert from the manufacture of tools, pottery, bone or mussel shell concentrations. Sometimes artifacts will appear in a "feature" such as a hearth or storage pit that may include a distinct outline, charcoal, and mottled soils. Historic artifacts may include bottles, broken china, nails, window glass and features such as old wells, cisterns, foundations, root cellars or privy pits. When in doubt whether or not artifacts found during construction constitute an archaeological site, MoDOT Historic Preservation staff is available to examine the finds and determine if further investigation is warranted. If the artifacts indicate an important archaeological site, HP staff will work with construction personnel to avoid or minimize disruption to the project. Sample artifact types are illustrated below. <br />
<br />
As noted above, MoDOT archaeologists will work with project personnel to avoid or minimize disruption to the project while satisfying [http://epg.modot.org/index.php/Category:135_The_Section_106_Process Section 106 requirements]. Failure to report a find during construction can result in adverse publicity for MoDOT, create greater delays for the project as other regulatory agencies may become involved, and can risk federal funding on the project. <br />
<br />
<center><br />
'''Examples of Prehistoric Artifacts (from the Avenue of the Saints Project)'''<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:127.2.8 Saint 1.jpg|center|700px]]<br />
|-<br />
|[[image:127.2.8 Saint 2.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Saint 3.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Saint 4.jpg|center|400px]]<br />
|-<br />
|[[image:127.2.8 Saint 5.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Saint 6.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Saint 7.jpg|center|600px]]<br />
|-<br />
|[[image:127.2.8 Saint 8.jpg|center|600px]]<br />
|}<br />
<br />
<br />
'''Examples of Historic Artifacts (from the Mississippi River Bridge and Poplar Street Bridge projects)'''<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:127.2.8 Poplar 1.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Poplar 2.jpg|center|650px]]<br />
|-<br />
|[[image:127.2.8 Poplar 3.jpg|center|650px]]<br />
|-<br />
|[[image:127.2.8 Poplar 4.jpg|center|650px]]<br />
|-<br />
|[[image:127.2.8 Poplar 5.jpg|center|650px]]<br />
|}<br />
<br />
<br />
'''Examples of Prehistoric Features (from the Avenue of the Saints Project)'''<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:127.2.8 Saint Feature 1.jpg|center|700px]]<br />
|-<br />
|[[image:127.2.8 Saint Feature 2.jpg|center|700px]]<br />
|-<br />
|[[image:127.2.8 Saint Feature 3.jpg|center|700px]]<br />
|-<br />
|[[image:127.2.8 Saint Feature 4.jpg|center|400px]]<br />
|}<br />
<br />
<br />
'''Examples of Historic Features (from the Mississippi River Bridge and Poplar Street Bridge projects)'''<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:127.2.8 Poplar Feature 1.jpg|center|550px]]<br />
|-<br />
|[[image:127.2.8 Poplar Feature 3.jpg|center|650px]]<br />
|-<br />
|[[image:127.2.8 Poplar Feature 4.jpg|center|650px]]<br />
|}<br />
</center><br />
<br />
==127.2.9 Construction Inspection Guidance==<br />
Mitigation by data recovery is usually completed prior to construction if the presence of cultural resources is known. If [http://epg.modot.org/index.php/127.2_Historic_Preservation_and_Cultural_Resources#127.2.8_Artifacts_and_Features artifacts] are discovered during construction activities, the Historic Preservation section must be immediately notified. This will allow an inspection of the site by MoDOT HP staff to determine if further investigation is necessary before construction activities continue. <br />
<br />
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 Sec. 107.8.2] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=5 Sec. 203.4.8] of the ''Missouri Standard Specifications for Highway Construction'' require the contractor to take steps to preserve any such artifacts that may be encountered and to notify the MoDOT Construction Inspector or Resident Engineer of their presence. If it is necessary to discontinue operations in a particular area to preserve such objects, this section of the specifications is basis for a work suspension. In order to ensure compliance with applicable state laws, the MoDOT Construction Inspector or Resident Engineer cannot release remains or artifacts or allow the contractor to disturb the area within the 50-ft. buffer space around these discovered items, until after consultation with MoDOT HP staff and until after all applicable requirements from FHWA or SHPO have been addressed. <br />
<br />
===127.2.9.1 Cultural Resources Encountered During Construction===<br />
If cultural resources are encountered during construction, the contractor shall immediately stop all work within a 50-foot buffer around the limits of the resource and shall not resume without specific authorization from a MoDOT Historic Preservation Specialist. The contractor shall notify the MoDOT Resident Engineer or Construction Inspector, who shall contact the MoDOT HP within 24 hours of the discovery. MoDOT HP shall contact FHWA and SHPO within 48 hours of learning of the discovery and provide an evaluation of the resource and reasonable efforts to see if it can be avoided. FHWA shall make an eligibility and effects determination based upon the preliminary evaluation and consul with MoDOT, and SHPO a minimize or mitigate any adverse effect. FHWA will notify the Council and any tribes that might attach religious and/or cultural significance to the property within 48 hours of this determination. FHWA shall take into account Council and Tribal recommendations regarding the eligibility of the property and proposed actions, and direct MoDOT to carry out the appropriate actions. MoDOT will provide FHWA and SHPO with a report of the actions when they are completed. FHWA shall provide this report to the council and the tribes.<br />
<br />
===127.2.9.2 Human Remains Encountered During Construction===<br />
If human remains are encountered during construction, the contractor shall immediately stop all work within a 330-foot radius of the remains and shall not resume without specific authorization from MoDOT HP Staff, and either the SHPO or the local law enforcement officer, whichever party has jurisdiction over and responsibility for such remains. The contractor shall notify the MoDOT Construction Inspector and/or Resident Engineer who will contact the MoDOT HP section within 24 hours of the discovery. MoDOT HP staff will immediately notify the local law enforcement (to ensure that it is not a crime scene) and the SHPO as per RSMo 194 or to notify SHPO what has occurred and that it is covered by Missouri’s Cemeteries Law, §§ 214. RSMo. MoDOT HP staff will notify FHWA that human remains have been encountered within 24 hours of being notified of the find. If, within 24 hours, the contractor is unable to contact appropriate MoDOT staff, the contractor shall initiate the involvement by local law enforcement and the SHPO. A description of the contractor’s actions will be promptly made to MoDOT. FHWA will notify any Indian tribe that might attach cultural affiliation to the identified remains as soon as possible after their identification. FHWA shall take into account Tribal recommendations regarding treatment of the remains and proposed actions, and then direct MoDOT HP to carry-out the appropriate actions in consultation with the SHPO. MoDOT shall monitor the handling of any such human remains and associated funerary objected, sacred object or objects of cultural patrimony in accordance with the Missouri Unmarked Human Burial Sites Act, §§ 194.400 – 194.410, RSMo.<br />
<br />
==127.2.10 Historic Bridge Information==<br />
There are about 24,000 bridges in the state (state, county and city bridges). The 1996 [http://sp/sites/DE/environmental_historic_pres/Shared%20Documents/Forms/AllItems.aspx?RootFolder=%2Fsites%2FDE%2Fenvironmental%5Fhistoric%5Fpres%2FShared%20Documents%2FHistoricBridgeInventory&FolderCTID=0x0120008AD5F6AB07EC7C40A28041CBD4D69592&View=%7BAAE47A11%2D3349%2D48D6%2DB930%2D913EB12A229F%7D Missouri Historic Bridge Inventory] survey evaluated approximately 11,000 of them that were built before 1951. About 1,800 of these had some potential for NRHP eligibility and were researched in more detail. Of these, 399 were considered possibly eligible, eligible or listed on the NRHP. In 2003, a Programmatic Agreement between the MoDOT, FHWA, [http://dnr.mo.gov/shpo/index.html State Historic Preservation Office] and [http://www.achp.gov/ Advisory Council on Historic Preservation] accepted the results of Fraser’s 1996 survey and the 399 most significant bridges became the [http://epg.modot.org/files/8/87/127.2_Missouri_Historic_Bridge_List.xlsx Missouri Historic Bridge List] (with some modifications). That same year the Missouri Historic Bridge Management Plan outlined a strategy for dealing with historic bridges on the list.<br />
<br />
Additional information on individual bridges can be found at [https://www.bridgehunter.com/states/MO BridgeHunter.com]. Also, [http://onlinepubs.trb.org/onlinepubs/archive/NotesDocs/25-25(15)_FR.pdf ''Context for Common Historic Bridge Types''] is available for reference. <br />
<br />
==127.2.11 Early Acquisition of Right-of-Way and Disposal of Uneconomic Remnants==<br />
In extraordinary cases or emergency situations, consideration may be given to acquisition of hardship or protective buying parcels within the limits of a proposed highway corridor prior to completion of the appropriate environmental document. The acquisition of hardship or protective buying parcels shall not be considered when:<br />
:* The Section 106 process has not advanced to where preliminary eligibility and effect determinations have been made to identify Section 4(f) historic resources. <br />
:* They are located within Section 4(f) land or contain historical properties that the required Section 4(f) evaluation has not been completed.<br />
:* It would influence the selection of a preferred alternative or alignment, or otherwise influence the decision of the Department on any approval required for the project.<br />
:* It would cause any significant adverse environmental impacts or cumulative effects if multiple parcels are acquired.<br />
<br />
To comply with Section 4(f) for early acquisition requires that there is a reasonable level of effort to identify historic properties prior to issuing a Section 4(f) approval. The Section 106 process to identify and evaluate historic properties has been negotiated with FHWA, SHPO and the Advisory Council on Historic Preservation to help develop the reasonableness of the level of effort, which depends upon the anticipated effects of the project and nature of likely historic resources present in the area of potential effects. Completion of the 1st Phase of the Section 106 process is required to identify “above ground” historic properties (e.g., buildings bridges, etc.) and to document the level of effort and justification for the conclusion that it is unlikely that there are additional “below ground” historic properties (e.g., archaeological sites) that could be subject to Section 4(f).<br />
<br />
Details on this Right-of-Way acquisition process can be found in [[236.3 Administration#236.3.4.4 Early and Advance Acquisition|EPG 236.3.4.4 Early and Advance Acquisition]]. <br />
<br />
MoDOT considers impacts to cultural resources on uneconomic remnant and excess right of way parcels previously purchased by MoDOT for prior to their sale or disposal. If these parcels are identified early in the project, that information should be provided to the Historic Preservation Section in order that those areas are included in the initial survey of the project area. Consideration of the entire parcel to be acquired during the project development process may avoid additional trips to the project area and ensures that late discovery of significant cultural resources will not endanger any agreements between the MoDOT, SHPO, FHWA, other state or federal agencies, and the landowner. <br />
<br />
<br />
[[Category:127 MoDOT and the Environment|127.02]]</div>Hoskirhttps://epg.modot.org/index.php?title=109.7_Partial_Payments_(for_Sec_109.7)&diff=58605109.7 Partial Payments (for Sec 109.7)2026-05-06T15:37:31Z<p>Hoskir: updated per RR4172</p>
<hr />
<div><div style="float: right; margin-top: 5px; margin-left: 15px; margin-bottom: 15px;">__TOC__</div><br />
<br />
Partial payments are payments made over the course of the contract each estimate period, and payments made for material allowance.<br />
<br />
==109.7.1 Payment Estimates==<br />
[https://modotweb.modot.mo.gov/ContractorPayEstimates/Home/AllDocuments Payment estimates] are generated by construction staff with the AASHTOWare Project (AWP) computer software application.<br />
<br />
===109.7.1.1===<br />
Estimates will be generated for all active contracts when work is performed during the estimate period. This includes all estimates for contracts which will result in a negative payment.<br />
<br />
===109.7.1.2=== <br />
The first level of estimate generation will be designated by the Resident Engineer at the time of notice to proceed, in accordance with Sec 618.<br />
<br />
When work has been performed, progress estimates will be generated for estimate end dates as posted on the [https://epg.modot.org/forms/CM/Contractor_Pay_Estimate_Schedule.pdf website]. The Central Office Financial Services office will issue the schedule of estimate due dates annually. AWP estimates should be approved by Level 2 (Resident Engineer) by the estimate due date posted on the schedule.<br />
<br />
===109.7.1.3===<br />
Two payment estimates shall be made per month for active contracts. The official pay estimates shall be generated with the period ending dates as indicated on the [https://epg.modot.org/forms/CM/Contractor_Pay_Estimate_Schedule.pdf contractor payment schedule]. There may be exceptions to the estimate periods depending upon the financial systems as notified by the AWP Administrator.<br />
<br />
All indexes based upon a monthly index value shall use the same index value for the entire estimate period even though the index value may be reestablished on the 1st of the month. For example, the asphalt and fuel index values change on the 1st of the month, but any work completed on the 1st shall use the same index value as the previous month so that the entire 16th to 1st estimate period uses the same index value.<br />
<br />
===109.7.1.4===<br />
Supplemental estimates will not be generated unless specifically instructed to do so by the AWP administrator.<br />
<br />
Final Estimates shall be generated by the Resident Engineer prior to submission of the final plans to the District for checking. <br />
<br />
===109.7.1.5===<br />
Payment estimates must be supported by documentary evidence that work items allowed have actually been done. Evidence may be in the form of scale tickets, daily work reports, material receipts, etc. Earthwork quantities may, for example, be supported by load count entries in the inspector's remarks, ''or by noting the station limits completed within a balance (or the portion thereof)''. Weight or volume tickets are a sound basis for allowing payment on items measured in this manner. The payment estimate is intended to provide payment to the contractor for all work performed during the estimate period. In no case should payment for specification compliant and accepted work be delayed beyond the estimate period following the period in which the work was performed.<br />
<br />
Check all items against inspection records to be sure they are properly approved.<br />
<br />
===109.7.1.6===<br />
The Division Final Plans Reviewer shall notify the Resident Engineer when the final estimate is approved and sent to Central Office-Financial Services for project closeout. <br />
<br />
==109.7.2 Material Allowance==<br />
The Quick Reference Guide (QRG) for [https://epg.modot.org/forms/CM/AWP_CO_Construction_Stockpiles.doc stockpile materials] details how a payment may be made in accordance with the general requirements within AWP. Check the specification for the minimum acceptable material allowance. Non-perishable items to be incorporated in the finished product may, in general, be included on the estimate for stockpile materials provided satisfactory inspection reports, certifications or mill test reports and required invoices are in the project file. When the item first appears on the estimate, the resident engineer must have on file a copy of an invoice to substantiate the unit prices allowed. Receipted bills for all materials allowed on the estimate must be furnished to the resident engineer within the time established by specifications, or the item must be eliminated from future estimates. Missouri state sales tax may be included in material allowances if shown on invoices or receipted bills. Each receipted bill must be marked or stamped paid with date of payment shown, as well as the name of the firm and signature of the person who received payment. All invoices and receipted bills obtained to substantiate material allowances during progress of the project are to be filed in eProjects as part of the permanent project record. <br />
<br />
Some aggregates are accepted for "quality only" at the point of production. Total acceptance is not made at the time of production because additional processing and/or screening are required before incorporation into the final product. If gradation tests, which are run for information purposes only, indicated it is reasonably possible to produce an acceptable finished product, this material may be included in the stockpile material payment.<br />
<br />
If test reports or visual inspection on the above material or other material that might be produced and accepted indicate that it will be unsatisfactory at a later date due to gradation, excess P.I., segregation, contamination, etc., these materials should not be included on the stockpile materials payment. <br />
<br />
The price per unit for material produced by the contractor or by a producer other than an established commercial producer should reflect the actual cost of production. The units shown under material estimate should be the same unit of measure used in the bid item where possible, such as pound for steel, linear foot for piles, etc. Where this is not possible, a convenient unit such as ton for aggregate should be used. Quantities in excess of contract requirements should not be allowed. Hauling costs should not normally be included in the unit cost of any material unless it has been hauled to a site where it can immediately be incorporated in the finished product or work. If hauling cost is allowed, it must be considered with relation to the value of the material in case it is necessary for the state to take it over. Stockpiling costs are not to be included as part of the unit cost. <br />
<br />
Items that are to be accepted by project personnel must be inspected and found satisfactory prior to being included on a stockpile materials payment. Quantities for materials included on a stockpile materials payment should never exceed approved quantities. <br />
<br />
Before an allowance will be approved for payment on material stockpiled or stored on private property, or for aggregates stored on property operated as a commercial business, a lease agreement from the contractor or subcontractor showing compliance with the following points must be submitted to the district office for approval. <br />
<br />
: '''1.''' A complete land description covered in the lease form and the haul distance from the lease area to the project. <br />
: '''2.''' The following statement included in the lease agreement: <br />
:: "It is understood and agreed by the parties hereto that the land herein involved is to be used as a materials storage site and that the prime contractor, whether or not the lessee herein, may obtain payment from the Missouri Highway and Transportation Commission for material stored thereon". <br />
:: "It is further understood and agreed by the parties hereto that the prime contractor or contractor having a written agreement with the Missouri Highway and Transportation Commission for the construction of highway work involving this lease and the materials stored thereon, whether or not the lessee, and the employees of the Missouri Highway and Transportation Commission shall have the right of access to the property covered by this lease at all times during its existence and that in the event of default on the part of the lessee or the prime contractor, if other than lessee, the Missouri Highway and Transportation Commission may enter upon the property and remove said materials to the extent to which advance payments were made thereon". <br />
:: An area leased on property operated as a commercial business must be posted so as to divorce the site for stockpiling of highway materials from the commercial operation. <br />
:: If either party to the lease agreement is incorporated, it is essential that an Acknowledgment by Corporation be attached for each corporation involved since an individual cannot legally bind a corporation without duly enacted authorization by the corporation's Board of Directors. A suitable form for this purpose is shown in ''Agreement for Shifting State Highway Entrance'', page 1. Other forms may be used by some corporations and are acceptable if they fulfill the intent of the form illustrated. Leases involving corporations should not be accepted without the Acknowledgment. <br />
:: Signatures by individuals must be notarized, or be witnessed by at least two disinterested persons. The address of witnesses should be shown. <br />
:: When material is stored on property owned by a railroad and is accessible by a public roadway, it is not necessary to obtain a lease agreement to permit this material to be placed on the estimate as a stockpile material. <br />
:: If hauling charges are to be included as part of the cost of materials allowed for payment, invoices for hauling charges must be provided by the contractor in the same manner as invoices for the material. An exception to this requirement is allowance for the cost of the rail freight. For rail freight the contractor should supply a copy of the first freight bill to substantiate the freight rate. In lieu of submitting receipted freight bills, the contractor may then sign a statement on each material invoice indicating that freight charges have been paid. If the contractor prefers, a letter may be submitted listing several invoices and indicating freight charges that have been paid. Whichever procedure is adopted, the resident engineer must be assured that freight charges have been indicated as paid for all materials invoices submitted to verify quantities. <br />
:: The engineer may also include in any payment estimate an amount not to exceed 90 percent of the invoice value of any inspected and accepted fabricated structural steel items, structural precast concrete items, permanent highway signs, and structural sign trusses. These items must be finally incorporated in the completed work and be in conformity with the plans and specifications for the contract. These items may be stored elsewhere in an acceptable manner provided approved shop drawings have been furnished covering these items and also provided the value of these items is not less than $25,000 for each storage location for each project. <br />
:: The engineer may also include in any payment estimate, on contracts containing 100 tons or more of structural steel, an amount not to exceed 100 percent of the receipted mill invoice value of structural carbon steel or structural low alloy steel, or both, which is to form a part of the completed work and which has been produced and delivered by the steel mill to the fabricator. <br />
<br />
While the nature and quality of material is the contractor’s responsibility until incorporated into the project, material presented for stockpile materials payment must be inspected prior to being approved for payment. The nature of that inspection is at the discretion of the engineer and may include sampling and testing to determine whether the material has a reasonable potential of compliance, once incorporated into the project. This sampling and testing may occur wherever the material is offered for stockpile materials payment, including stockpiles in quarries and at other off-project sites. Material that is a component of a mix may be compared to the associated mix design or to any other specification criteria that may apply.<br />
<br />
<br />
[[Category:109 Measurement and Payment|07]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.1_Preliminary_Design&diff=58604751.1 Preliminary Design2026-05-06T15:22:37Z<p>Hoskir: updated forms box per RR4180</p>
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'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist]<br />
'''<u><center>Other Documentation</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase]<br />
</div><br />
<br />
==751.1.1 Overview==<br />
===751.1.1.1 Introduction===<br />
<br />
The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.<br />
<br />
The types of structures can be broken into five categories:<br />
:1.) Bridge over Water<br />
:2.) Bridge over Roadway or Railroad<br />
:3.) Box Culvert over Water<br />
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)<br />
:5.) Rehabilitation or Modification of Existing Structure<br />
<br />
In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.<br />
<br />
===751.1.1.2 Bridge Survey Processing and Bridge Numbering===<br />
The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor. <br />
<br />
'''Assign a Bridge Number to the Structure'''<br />
: The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents). <br />
: Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database. Notify by email the appropriate Structural Project Manager and/or Structural Liaison Engineer copying the Structural Resource Manager and Structural Hydraulic and Preliminary Design Engineer. The email subject line should include the Job No., County, Route and Bridge No.<br />
<br />
'''New Structures:'''<br />
: New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)<br />
: New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.<br />
<br />
'''Temporary Structures:'''<br />
: Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).<br />
<br />
'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating or MMA crack filler):<br />
: '''Single Structures (Includes twin structures with individual bridge numbers): '''<br />
:: Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).<br />
<br />
: '''Single Structures with the Suffix “R”:'''<br />
:: Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the “R” is treated as the first rehabilitation and the suffix number corresponds to the number of rehabilitations or modifications plus one and the “R” is dropped (i.e., bridge number L0428R becomes L04282 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless of whether the original structure was a rehabilitation or replacement. <br />
<br />
: '''Twin Structures with the Same Bridge Number:'''<br />
:: Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure. <br />
<br />
'''Structural Steel Coating or MMA Crack Filler Only Jobs:'''<br />
: Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation.<br />
: Rehabilitations that consist only of MMA crack filler use the existing bridge number plus the suffix “-MMA” (i.e., bridge number A2100 would become A2100-MMA and bridge number A150010 would become A150010-MMA). A future rehabilitation consisting of only MMA crack filler would use the suffix “-MMA2” only if no other rehabilitations have been completed since the previous crack filler application.<br />
<br />
'''Removal of Existing Bridge Structures:'''<br />
: When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Rem” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Rem and bridge number K01651 would become K01651-Rem).<br />
<br />
'''Replacement Bridges with no Bridge Survey:'''<br />
: When a bridge structure is scheduled to be replaced and the bridge survey is pending receipt by the Bridge Division, the suffix “REP” should temporarily be added to the existing bridge number (i.e., bridge number L0573 would become L0573REP).<br />
<br />
'''Re-using Bridge Numbers:'''<br />
: Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to. <br />
: Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “_02” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451_02). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans. <br />
<br />
'''Process Electronic Files'''<br />
: When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions. <br />
<br />
'''Final Step for Bridge Survey Processor'''<br />
: Once all of these steps are completed, the Bridge Survey Processor should send an acknowledgement email to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.<br />
: Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.<br />
<br />
===751.1.1.3 Beginning Preliminary Design===<br />
<br />
The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder. <br />
<br />
The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.<br />
<br />
A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.<br />
<br />
'''Vertical Alignment and Bridge Deck Drainage'''<br />
<br />
Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].<br />
<br />
===751.1.1.4 Coordination, Permits, and Approvals===<br />
<br />
The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.<br />
<br />
Required permits include:<br />
*U.S. Coast Guard permits for construction of bridges over navigable waterways.<br />
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.<br />
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.<br />
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).<br />
<br />
Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.<br />
<br />
Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.<br />
<br />
See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.<br />
<br />
===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===<br />
<center><br />
<gallery gallery mode=nolines widths=750px heights=500px " ><br />
File:751.1.1.5_01.png|left|<br />
</gallery><br />
<div style="width: 700px; text-align: left;"><br />
<nowiki>*</nowiki>13 months minimum required for multi-span bridge design with seismic details or seismic details and abutment seismic design. 13 months minimum required for single-span bridge design with abutment seismic design or seismic details. 24 months minimum required for complete seismic analysis of multi-span bridge design. 24 months minimum required for Railway Crossing bridge design.<br />
</div><br />
</center><br />
<br />
==751.1.2 Bridges/Boxes==<br />
===751.1.2.1 End Slopes/Spill Fills===<br />
<br />
The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.<br />
<br />
When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.<br />
<br />
Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.<br />
<br />
<br />
<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center><br />
<br />
<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center><br />
<br />
<center>'''BERM ELEVATION</center><br />
<br />
<br />
If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.<br />
<br />
===751.1.2.2 Wing Lengths===<br />
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events. <br />
<br />
The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft. for seismic design category A or 17 ft. for seismic design category B, C or D, they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.<br />
<br />
In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.<br />
<br />
'''Unequal Wing Lengths'''<br />
<br />
Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions. <br />
<br />
Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.<br />
<br />
Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.<br />
<br />
Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.<br />
<br />
On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.<br />
<br />
===751.1.2.3 Live Load Determination===<br />
<br />
The live load requirements for a structure shall be HL-93 <br />
<br />
On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.<br />
<br />
===751.1.2.4 Skew Angle===<br />
<br />
Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).<br />
<br />
On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.<br />
<br />
Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.<br />
<br />
===751.1.2.5 Bridge Width ===<br />
<br />
For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].<br />
<br />
===751.1.2.6 Vertical and Horizontal Clearances===<br />
<br />
====751.1.2.6.1 Grade Separations====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges <br />
|-<br />
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance<br />
|- <br />
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.<br />
|-<br />
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders<br />
|-<br />
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)<br />
|-<br />
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)<br />
|-<br />
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].<br />
|-<br />
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates<br />
|-<br />
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.<br />
|}<br />
<br />
====751.1.2.6.2 Stream Crossings====<br />
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].<br />
<br />
===751.1.2.7 Structure Type Selection===<br />
<br />
Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures. <br />
<br />
Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase. <br />
:* Concrete Box Culvert (single, double or triple cell)<br />
:* Prestressed or Reinforced Concrete Slab<br />
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)<br />
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)<br />
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)<br />
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)<br />
<br />
Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.<br />
<br />
Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.<br />
<br />
On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).<br />
<br />
===751.1.2.8 Box Culverts===<br />
<br />
Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Multi-cell box culverts shall be avoided on streams with reported medium to heavy drift because the interior wall creates a snag point and drift will have difficulty passing through the box culvert resulting in clogging and likely undermining of the culvert. Single-cell box culverts may be used if the opening is sized to allow drift to pass. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].<br />
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====751.1.2.8.1 Hydraulic Design====<br />
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.<br />
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For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].<br />
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Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.<br />
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====751.1.2.8.2 Environmental Requirements====<br />
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See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.<br />
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====751.1.2.8.3 Layout====<br />
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=====751.1.2.8.3.1 Size=====<br />
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].<br />
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=====751.1.2.8.3.2 Length=====<br />
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The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule. <br />
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When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.<br />
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=====751.1.2.8.3.3 Roadway Fill=====<br />
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]]. <br />
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Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are: <br />
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:1. Culvert ends with shallow fill and headwalls located outside of the clear zone. <br />
:2. Median of a divided highway with shallow fill. <br />
:3. Flared Inlets <br />
:4. Auxiliary lane or outer road with skews different than that of the mainline <br />
:5. Steep grade with a wide or skewed culvert.<br />
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For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].<br />
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=====751.1.2.8.3.4 Fill Settlement=====<br />
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].<br />
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====751.1.2.8.4 Precast Box Culvert Sections====<br />
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans. <br />
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Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension. <br />
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====751.1.2.8.5 Abrasion====<br />
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].<br />
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===751.1.2.9 Girder Type Selection===<br />
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Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.<br />
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If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.<br />
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====751.1.2.9.1 Concrete Girder Options====<br />
Prestressed girder selection should use the following order for trial sizing and spanning: <br />
:Prestressed or reinforced concrete slab beams<br />
:Prestressed Concrete Box Beams<br />
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6<br />
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78<br />
:MoDOT Bulb-Tees Type 7 and 8<br />
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For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].<br />
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====751.1.2.9.2 Steel Girder Options====<br />
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure. <br />
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Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.<br />
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Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel. <br />
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Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.<br />
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The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].<br />
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[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center><br />
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]<br />
<div id="Weathering steel may be used"></div><br />
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the ordinary high water and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.<br />
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Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:<br />
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:1. Transportation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.<br />
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:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.<br />
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:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA<br />
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:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al. <br />
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The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
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If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.<br />
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===751.1.2.10 Longer Bridges===<br />
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For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.<br />
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Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.<br />
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===751.1.2.11 Staged Construction===<br />
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If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.<br />
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If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.<br />
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If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.<br />
:* For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. The interior angle between MSE walls and temporary MSE walls should be greater than 70°. However, if unavoidable, then interior angle shall be absolute minimum 65°. Temporary MSE wall option for staged bridge construction shall not be used when bridge skew is greater than 25°. <br />
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Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].<br />
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===751.1.2.12 Temporary Barriers===<br />
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Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance. <br />
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:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”. <br />
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:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.<br />
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:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer. <br />
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[[Image:751.1.2.12 Freestanding.jpg|center|640px]]<br />
<center>'''Freestanding Temporary Barrier'''</center><br />
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For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. <br />
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Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier. <br />
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When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.<br />
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[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]<br />
<center>'''Attached Temporary Barrier'''</center><br />
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===751.1.2.13 Seismic (Earthquake) Design Category A, B, C and D Considerations===<br />
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See [[:751.9_Bridge_Seismic_Design|EPG 751.9 Bridge Seismic Design]] for seismic design and detail requirements in accordance with SGS, and LRFD. Utilize provided flow charts.<br />
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All new or replacement bridge/wall designs, either nonseismic (meaning a regular static design) or seismic design or detail, must meet Seismic Design Category (SDC) A requirements in accordance with SGS (Seismic Zone 1 of LRFD). Additionally, where applicable bridge seismic designs/details/analysis must meet requirements of the Seismic Design Category B, C, or D in accordance with [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart].<br />
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For laying out new or replacement bridges in SDC A, B, C or D (per SGS), the following is important.<br />
:* Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault. <br />
:* Pile cap intermediate bents and drilled shafts are preferable to open column bents on footings because footings can grow quite large due to seismic forces.<br />
:* Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly. <br />
:* Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders where possible. <br />
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The new or replacement bridge design schedule for a complete seismic analysis requires 24 months minimum and bridge design schedule for seismic details and/or abutment seismic design requires 13 months minimum. Additional 2 - 3 months is required for review and letting process before the schedule letting. See [[751.1_Preliminary_Design#751.1.1.5_New_Regular_Bridge_Design_Schedule_.28Nonseismic.29_.28Nonrailway_Crossing.29|EPG 751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)]].<br />
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===751.1.2.14 Temporary Bridges===<br />
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If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.<br />
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Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].<br />
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===751.1.2.15 Bridges Over Railroads===<br />
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Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind: <br />
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* Railroads often raise their tracks so provide some cushion in your vertical clearance. <br />
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)<br />
* Will the railroad want room for an extra track or maintenance roadway? <br />
* Keep the ballast free drained. <br />
* Drainage needs to be designed for 100-year storm. <br />
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis. <br />
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future. <br />
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If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail. <br />
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The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.<br />
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When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.<br />
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The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
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===751.1.2.16 Historical Bridge Considerations===<br />
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You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":<br />
<br />
:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."<br />
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The following is the information on this topic supplied to the district (FYI):<br />
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:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."<br />
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Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.<br />
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Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.<br />
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===751.1.2.17 Preliminary Cost Estimate===<br />
'''Box Culverts –''' A new or replaced box culvert is exempt from seismic design unless crossing a known exposed fault. Submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx “Request for soil properties Form A”] to Geotech Section and design as a SDC A. If box culvert is crossing a known exposed fault then discuss with Structural Project Manager (SPM) for alternate option.<br />
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'''Bridges and Retaining Walls –''' For a new or replaced retaining wall or bridge, review [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Planning_Flowchart.pdf Bridge Seismic Planning Flowchart], [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart], [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map] (or see EPG [[751.9_Bridge_Seismic_Design#fig751.9.1|Figure 751.9.1 Preliminary Seismic Design Map]] and [https://www.modot.org/media/47036 SEG 24-01] and following information.<br />
:* Seismic design of overpass should be considered when overpass bridge collapse would greatly impede emergency traffic for the main route. (i.e., No access ramps on a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or a 1st or 2nd priority earthquake emergency route]). <br />
:* For preliminary planning and cost estimate use the SDC values shown on [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]. SDC boundaries are shown for soil site class D.<br />
:* Site class verification is not required for bridges located in regions SDC A1 or A2, so the preliminary SDC shall be used for plans reporting. <br />
:* In the normal design schedule, the Geotechnical section will determine the site class and an accurate SDC, S<sub>D1</sub>, A<sub>s</sub> for bridges located in the regions encompassed by SDC B, C and D on the [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]. Typically, the SDC will remain the same as shown on the map or get dropped to a lower SDC (e.g., D to C, C to B, B to A2). <br />
:* If a bridge gets downgraded to SDC A2 after Geotech analysis and carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route], the bridge shall receive seismic details similar to SDC B. If a bridge gets downgraded to SDC A2 after Geotech analysis and does not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority route], it will not require seismic details. If a bridge gets downgraded to SDC A1 after Geotech analysis, it will not require seismic details. Typically, downgrades may result in a reduced project schedule and/or a reduced cost estimate for the bridge. <br />
:* Geotechnical section will perform a liquefaction assessment for bridges with a final SDC of C or D and carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route].<br />
<br />
Seismic design category (SDC) is divided in SDC A (S<sub>D1</sub> < 0.15), SDC B (0.15 ≤ S<sub>D1</sub> < 0.30), SDC C (0.30 ≤ S<sub>D1</sub> < 0.50) and SDC D (S<sub>D1</sub> ≥ 0.50). SDC A is subdivided into SDC A1 (S<sub>D1</sub> < 0.10) and SDC A2 (0.10 ≤ S<sub>D1</sub> < 0.15). Submit “Soil properties Form A” to Geotech Section for SDC A1 and SDC A2 area bridges, retaining walls and box culverts. Submit “Soil properties Form A” and “Soil properties Form B” to Geotech Section for SDC B, C and D area bridges and retaining walls. For soil properties form, see [[751.1_Preliminary_Design#751.1.2.19_Soundings_.28Borings.29|EPG 751.1.2.19 Soundings (Borings)]].<br />
<br />
The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars. <br />
<br />
The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.<br />
<br />
<center><br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate<br />
|-<br />
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier<br />
|-<br />
|2.00||225<br />
|-<br />
|6.00||168<br />
|-<br />
|10.00||116<br />
|-<br />
|25.00||96<br />
|-<br />
|32.00||84<br />
|}<br />
</center><br />
<br />
The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound all increases using your judgment).<br />
<br />
{| class="wikitable" <br />
|- <br />
| style="width:300px; text-align: center; background-color:lightgray;" | '''Bridge in SDC boundaries on</br>[https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]''' <br />
| style="width:125px; text-align: center; background-color:lightgray;" | '''% Cost Increase'''<br />
| style="text-align: center; background-color:lightgray;" | '''Comments for final SDC'''<br />
|-<br />
| SDC A1 </br> SDC A2 (nonseismic) </br> SDC A2 (seismic details)<br />
| style="text-align: center;" | 0 </br> 0 </br> 10<br />
| No cost increase for SDC A1 area bridges and most of the bridges in SDC A2 area. </br> If a bridge carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route] and located in SDC A2 area, it will receive seismic details similar to SDC B (i.e. 10% increase).<br />
|-<br />
| SDC B (single span, seismic details) </br> SDC B (single span, abutment seismic design) </br> SDC B (multi-span)<br />
| style="text-align: center;" | 0 </br> 5 </br> 10<br />
| Cost increase is for seismic details in accordance with the 2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design. If bridge receives a final SDC B and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02]. (i.e. 0 to 5% increase for single span bridges). If a bridge gets downgraded to SDC A2 and does not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1st or 2nd priority route], it will not require seismic details. If a bridge gets downgraded to SDC A1 after Geotech analysis, it will not require seismic details (i.e. no cost increase). <br />
|-<br />
|SDC C (single span, seismic details) </br> SDC C (single span, abutment seismic design) </br> SDC C (multi-span, seismic details) </br> SDC C (multi-span, complete seismic analysis)<br />
| style="text-align: center;" | 0 </br> 5 </br> 10 </br> 25<br />
| 25% cost increase is for complete seismic analysis. All bridges receiving a final SDC C and not carrying a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] will only receive seismic details (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC B, it will only receive seismic details and abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 10% increase).If single span bridge receives a final SDC C and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 0 to 5% increase). <br />
|-<br />
| SDC D (single span, seismic details) </br> SDC D (single span, abutment seismic design) </br> SDC D (multi-span, seismic details) </br> SDC D (multi-span, complete seismic analysis)<br />
| style="text-align: center;" | 0 </br> 10 </br> 10 </br> 40<br />
| 40 % cost increase is for complete seismic analysis. All bridges receiving a final SDC D after Geotech analysis and do not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] will only receive seismic details (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC B, it will only receive seismic details and abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC C, it will receive a complete seismic analysis (i.e. 25% increase). If single span bridge receives a final SDC C or D and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 5 to 10% increase). <br />
|}<br />
<br />
:::{|border="0" <br />
| <u>Item</u> || <u>% Cost increase</u><br />
|-<br />
| width="200" | Staged Construction (SDC A) ||align="center" | 10<br />
|-<br />
| Horizontally Curved (SDC A) || align="center" | 5<br />
|-<br />
| Tight Site/Limited Access || align="center" | 3<br />
|}<br />
<br />
The following are guidelines for estimating the cost of the removal of existing bridges:<br />
<br />
:::{|border="0"<br />
| <u>Type of Bridge Removal</u> || <u>Cost per Square Foot</u><br />
|-<br />
| Simple Structures Over Streams || align="center" | **<br />
|-<br />
| Girder Structures Over Roads || align="center" | **<br />
|-<br />
| Conc. Slab Structures Over Interstates || align="center" | **<br />
|-<br />
| &nbsp; &nbsp; (Quick opening of lanes to traffic)<br />
|}<br />
<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Review Engineer or see [[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]].<br />
<br />
===751.1.2.18 Bridge Memorandums===<br />
<br />
Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.<br />
<br />
====751.1.2.18.1 Purpose====<br />
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little. <br />
<br />
An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. <br />
<br />
The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].<br />
<br />
====751.1.2.18.2 Content====<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right" <br />
|-style="background:#f5f5f5" <br />
|align-"center"|'''Bridge Memorandum Examples '''<br />
|-<br />
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]] <br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]<br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]<br />
|-<br />
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]<br />
|}<br />
<br />
Sample listing of what to include on the Bridge Memorandum: <br />
<br />
1. Identify the following classifications if applicable: (''[https://epg.modot.org/forms/general_files/BR/751-1-2-18-2_Design_Implications.docx Design Implications]'')<br />
::• All routes involved shall be classified as either:<br />
:::o ([https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major]), as shown in link.<br />
:::o (minor), not a major route and ADT ≥ 400.<br />
:::o (low volume), not a major route and ADT < 400.<br />
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.<br />
::• [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf Priority 1 or 2 earthquake emergency routes] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.<br />
<br />
2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.<br />
<br />
3. Indicate all pertinent profile grade, alignment and superelevation transition information.<br />
<br />
4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.<br />
<br />
5. Identify slopes at end bents.<br />
<br />
6. Indicate elevation of any berms to be constructed at the end bents.<br />
<br />
7. If applicable, call for old roadway fill to be removed to natural ground line.<br />
<br />
8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.<br />
<br />
9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.<br />
<br />
10. Include the cost estimate for construction (Preliminary Cost Estimate). <br />
<br />
11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.<br />
<br />
12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.<br />
<br />
13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s). <br />
<br />
14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence: <br />
<br />
:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge." <br />
<br />
:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.<br />
<br />
15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.<br />
<br />
16. For box culverts, always include the following notes:<br />
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)<br />
<br />
17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].<br />
<br />
18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.<br />
<br />
19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.<br />
<div id="19. Identify the bridge"></div><br />
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option. <br />
<br />
21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.<br />
<br />
22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:<br />
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)<br />
<br />
23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.<br />
<br />
24. Form liners are standard for MSE precast modular panel wall systems. Be specific regarding names, types and colors of staining, and names and types of form liner. See [https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings → MSE Wall - MSEW].<br />
<br />
25. For MSE wall supporting abutment fill: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)<br />
<br />
26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _, _____”. The last blank should be filled with “non-seismic”, “seismic details”, “abutment seismic design”, “seismic details with abutment seismic design” or “complete seismic analysis”. The provided information is subject to change after Geotechnical Report is released. See [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Planning_Flowchart.pdf Bridge Seismic Planning Flowchart]. (This is similar to item no. 9 under [[751.1_Preliminary_Design#751.1.2.31_Finishing_Up_Design_Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)<br />
<br />
27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[751.1_Preliminary_Design#751.1.3.9_Environmental_Considerations:_Asbestos_and_Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.<br />
<br />
====751.1.2.18.3 Supporting Documents====<br />
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:<br />
<br />
:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]<br />
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues<br />
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]<br />
<br />
====751.1.2.18.4 Bridge Division Review====<br />
<br />
Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.<br />
<br />
====751.1.2.18.5 Bridge/District Agreement Process====<br />
<br />
The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:<br />
<br />
:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.<br />
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.<br />
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)<br />
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.<br />
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.<br />
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.<br />
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.<br />
<br />
====751.1.2.18.6 Documentation====<br />
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory. <br />
<br />
A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.<br />
<br />
<div id="bridge memo"></div><br />
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center><br />
<br />
===751.1.2.19 Soundings (Borings)===<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="270px" align="right" <br />
|-<br />
|'''Additional Information'''<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form]<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]<br />
|}<br />
<br />
====751.1.2.19.1 Purpose ====<br />
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties. <br />
<br />
Note that two types of soundings are typically provided by a soundings investigation. <br />
<br />
:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field. <br />
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD). <br />
<br />
====751.1.2.19.2 Required Locations====<br />
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations. <br />
<br />
'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.<br />
<br />
'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.<br />
<br />
'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment. <br />
<br />
====751.1.2.19.3 Required Documents====<br />
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.<br />
<br />
To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report. <br />
<br />
'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.<br />
<br />
'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available. <br />
<br />
Instructions to Soundings Party included on the form should be similar to the following:<br />
<br />
:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.<br />
<br />
:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.<br />
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:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.<br />
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'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures form]. <br />
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:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.<br />
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:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation (improved and unimproved) and the retained material. <br />
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'''Due Date –''' Use the following guidelines when setting a due date:<br />
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<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date<br />
|-<br />
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup><br />
|-<br />
|≥ 10 Months|| 13 Weeks from Submittal Date<br />
|-<br />
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.<br />
|}<br />
</center><br />
<br />
====751.1.2.19.4 Submittal====<br />
The completed [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] and the other supporting documents listed above should be stored in the project's corresponding eProjects folder. (Consultants should contact the Structural Liaison Engineer).<br />
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A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] and supporting documents. In addition to the link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included. <br />
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The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.<br />
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====751.1.2.19.4.1 Sounding Information for Seismic Category A, B, C and D====<br />
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For all new or replacement bridges or walls or structure modification for widening submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] (Soil Properties Form A and AASHTO LRFD (SGS) Form B) for LRFD projects. Based on following procedure Geotechnical Section will determine SDC for structures located in SDC B, C and D on [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf Preliminary Seismic Design Map]. For all new or replacement box culverts on rock submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] (Soil Properties Form A). <br />
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:Geotechnical Section will determine S<sub>D1</sub> = , A<sub>S</sub> = , and SDC = ____ using [https://earthquake.usgs.gov/ws/designmaps/aashto-2023/ NSHMP Static Data Services (usgs.gov)] website. The risk-targeted design spectra returned by this web service are derived from the USGS 2018 National Seismic Hazard Model for the conterminous United States. Designer should use same procedure to create response spectra for bridge seismic design or verifying SDC using Geotechnical section reported site class. <br />
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:For example see: [https://epg.modot.org/forms/general_files/BR/Example-1_SDC_Response_Spectra.docx Example 1_SDC_Response_Spectra]<br />
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===751.1.2.20 Substructure Type===<br />
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Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
<br />
The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
<br />
:Where drift has been identified as a problem <br />
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:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
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:Where the bent is adjacent to traffic (grade separations) <br />
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Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
<br />
:Where drift is a concern and protection is required<br />
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:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
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:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
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<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.<br />
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End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
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For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
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Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
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'''Galvanized Steel Piles'''<br />
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Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
<br />
Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
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'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
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All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
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Guidance for determining minimum galvanized penetration (elevation):<br />
<br />
The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
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When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
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<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
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Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
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===751.1.2.21 Type of Footings===<br />
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Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.<br />
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===751.1.2.22 Types of Piling===<br />
<br />
The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|See EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment. <br />
<br />
Here are some guidelines for minimum embedment:<br />
<br />
<br />
<center><br />
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''<br />
|-<br />
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment). <br />
|}<br />
</center><br />
<br />
<br />
See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.<br />
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===751.1.2.23 Estimating the Lengths of Piles===<br />
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All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.<br />
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One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile. <br />
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This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.<br />
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All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.<br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
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The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.<br />
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Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.<br />
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The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable. <br />
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The Design Layout Sheet should include the following information:<br />
<br />
:Top of Drilled Shaft Elevation <br />
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]<br />
:Anticipated Tip of Casing Elevation<br />
:Anticipated Top of Sound Rock Elevation<br />
<br />
<br />
:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)<br />
|-<br />
|&nbsp;||&nbsp;||&nbsp;||&nbsp;<br />
|}<br />
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===751.1.2.25 Excavation Datum===<br />
<br />
An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.<br />
<br />
===751.1.2.26 Seal Courses===<br />
<br />
On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.<br />
<br />
===751.1.2.27 Cofferdams===<br />
<br />
Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.<br />
<br />
===751.1.2.28 Web Walls===<br />
Web walls are used for structures over water to prevent drift build-up between columns. A web wall may not prevent drift build-up on the upstream edge of the pier so selecting a foundation that provides adequate anchorage is still critical.<br />
<br />
When column bents on footings are located in the stream’s channel or on the outside edge of a curve in the stream’s channel, web walls shall be used between the columns. The bottom elevation for the web is typically 1' higher than the overbank elevation.<br />
<br />
When column bents on drilled shafts are located in the stream’s channel or on the outside edge of a curve in the stream’s channel, consider using web walls between the columns. The bottom elevation for the web is typically set at the top of drilled shaft elevation. If the top of drilled shaft elevation is set significantly higher than one foot above the overbank elevation it may not be effective to add a web wall to redirect drift. Contact the SPM, SLE or owner’s representative before excluding web walls when drilled shafts are used.<br />
<br />
===751.1.2.29 Protection of Spill Slopes and Side Slopes===<br />
<br />
The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket and a separate pay item for Permanent Erosion Control Geotextile (sq. yds.) should be provided in accordance with Sec 611.30.<br />
<br />
When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:<br />
<br />
:100 year High Water Elevation plus 2 feet<br />
:500 year High Water Elevation plus 1 foot<br />
<br />
Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.<br />
<br />
If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.<br />
<br />
Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].<br />
<br />
===751.1.2.30 Design Exceptions===<br />
<br />
Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].<br />
<br />
The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.<br />
<br />
Some examples of Design Exceptions initiated by the Bridge Division are:<br />
<br />
<br />
'''Hydraulic Standards'''<br />
<br />
These include not meeting the standards for freeboard, design frequency, etc.<br />
<br />
<br />
'''Vertical Clearance'''<br />
<br />
If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.<br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (New Structures)'''<br />
<br />
On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division. <br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''<br />
<br />
On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”<br />
<br />
On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.<br />
<br />
'''Bridge Approach Slabs (New Bridges)'''<br />
<br />
On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.<br />
<br />
===751.1.2.31 Finishing Up Design Layout===<br />
<br />
Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.<br />
<br />
Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.<br />
<br />
{|border="0"<br />
|-<br />
| 1.) || colspan="2" | General Information<br />
|-<br />
| &nbsp; || a. || [[751.1_Preliminary_Design#751.1.2.18.2_Content|Route and structure classifications]]<br />
|-<br />
| &nbsp; || b. || Live load designation<br />
|-<br />
| &nbsp; || c. || Traffic counts for the design year (AADT and AADTT).<br />
|-<br />
| &nbsp; ||d. || Tie station (if applicable).<br />
|-<br />
| &nbsp; || e. || Beginning station.<br />
|-<br />
| &nbsp; || f. || Horizontal curve data.<br />
|-<br />
| &nbsp; || g. || Profile grade information (including offset from CL of roadway or median).<br />
|-<br />
| &nbsp; || h. || Excavation datum.<br />
|-<br />
| 2.) || colspan="2" | Superstructure<br />
|-<br />
| &nbsp; || a. || Type and span lengths.<br />
|-<br />
| &nbsp; || b. || Roadway widths and type of barrier or railing.<br />
|-<br />
| 3.) || colspan="2" | Substructure<br />
|-<br />
| &nbsp; || a. || Skew(s) of all bents.<br />
|-<br />
| &nbsp; || b. || Types of all bents.<br />
|-<br />
| &nbsp; || c. || Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.<br />
|-<br />
| &nbsp; || d. || Locations and top of wall elevations for collision walls.<br />
|-<br />
| &nbsp; || e. || Embedment of encasement for encased pile cap bent.<br />
|-<br />
| &nbsp; || f. || Location of tie beam.<br />
|-<br />
| &nbsp; || g. || Bottom elevations of web beam.<br />
|-<br />
| 4.) || colspan="2" | End Bents (Abutments)<br />
|-<br />
| &nbsp; || a. || Type of end fill and maximum slope. Include earth plugs for piling in rock fill.<br />
|-<br />
| &nbsp; || b. || Berm elevations.<br />
|-<br />
| &nbsp; || c. || Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).<br />
|-<br />
| &nbsp; || d. || Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)<br />
|-<br />
| &nbsp; || e. || Angle of internal friction to be used for deadman anchors.<br />
|-<br />
| 5.) || colspan="2" | Foundations<br />
|-<br />
| &nbsp; || a. || Type and lengths of all piling.<br />
|-<br />
| &nbsp; ||b. || Minimum galvanized penetration (elevation) <br />
|-<br />
| &nbsp; || c. || Minimum tip elevations for all piles.<br />
|-<br />
| &nbsp; || d. || Location and elevation for any preboring.<br />
|- style="vertical-align:top;"<br />
| &nbsp; ||e. || Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout. <br />
|-<br />
| &nbsp; || f. || For end bearing pile when Geotechnical Section recommends dynamic pile testing (PDA) for pile driving verification method then reflect that on Design Layout.<br />
|-<br />
| &nbsp; || g. || Types of footings, their elevations and allowable bearing (if applicable).<br />
|-<br />
| &nbsp; || h. || Location of any cofferdams and/or seal courses.<br />
|-<br />
| &nbsp; || i. || End bearing and side bearing capacity for any drilled shafts.<br />
|-<br />
| &nbsp; || j. || Top of Rock Socket elevations and their minimum lengths.<br />
|-<br />
| &nbsp; || k. || Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup><br />
|-<br />
| &nbsp;|| l. || Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup><br />
|-<br />
| 6.) || colspan="2" | Traffic Handling<br />
|-<br />
| &nbsp; || a. || How will traffic be handled (bypass, road closure, staging, other)<br />
|-<br />
| &nbsp; || b. || Include a sketch of any staging.<br />
|-<br />
| 7.) || colspan="2" | Disposition of Existing Structure<br />
|-<br />
| &nbsp; || a. || Bridge No(s). of structures slated for removal.<br />
|-<br />
| &nbsp; || b. || Estimate cost of removal and indicate that this cost is included in the total.<br />
|-<br />
| 8.) || colspan="2" |Hydraulic Information<br />
|-<br />
| &nbsp; || a. || Drainage area and terrain description.<br />
|-<br />
| &nbsp; || b. || Design frequency.<br />
|-<br />
| &nbsp; || c. || Design discharge.<br />
|-<br />
| &nbsp; || d. || Design high water elevation.<br />
|-<br />
| &nbsp; || e. || Estimated backwater.<br />
|-<br />
| &nbsp; || f. || Overtopping frequency and discharge if less than 500 yr.<br />
|- style="vertical-align:top;"<br />
| 9.) || colspan="2" | Seismic Information (New or Replacement Bridge, substructure widening or Wall) (Applies to both seismic and nonseismic designs):<br />
|- style="vertical-align:top;"<br />
| &nbsp; || a. || Provide Site Class, Seismic Design Category, A<sub>s</sub> and S<sub>D1</sub> for SDC B, C and D bridge/wall, and Liquefaction Potential information for SDC C and D (All available information from Geotechnical report). When A<sub>s</sub> is greater than 0.75 then show A<sub>s</sub> = 0.75. For SDC A area bridge/wall indicate SDC A, S<sub>D1</sub> < 0.15 and A<sub>s</sub> = N/A. Use N/A if not reported in Geotech report.<br />
|- style="vertical-align:top;"<br />
| &nbsp; || b. || Indicate either “Nonseismic”, "Seismic Details", “Abutment Seismic Design”, “Seismic Details plus Abutment Seismic Design” or “Complete Seismic Analysis” for a bridge structure based on Geotechnical Section provided SDC and [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart] ([[751.9_LFD_Seismic#751.9.1_Seismic_Analysis_.26_Design_Specifications|EPG 751.9.1 Seismic Analysis and Design Specifications]]). <br />
:* For final SDC A2 from Geotechnical report, indicate “Seismic Details” if bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1st or 2nd priority earthquake emergency route]. For final SDC A2 bridge indicate SDC A on design layout. <br />
:* For final SDC B from Geotechnical report, indicate “Seismic Details plus Abutment Seismic Design” if bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”. <br />
:* For final SDC C or D from Geotechnical report, indicate “Complete seismic analysis” if multi-span bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”. For final SDC C or D from Geotechnical report, indicate “Abutment Seismic Design” if single-span bridge carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”. <br />
|- style="vertical-align:top;"<br />
| &nbsp; || c. || For a wall structure in SDC B, or C seismic analysis provisions shall not be ignored for walls that support another structure (i.e. abutment fill or building) in accordance with LRFD 11.5.4.2. Based on wall supporting information and Geotech report indicate “seismic analysis not required” or “seismic analysis required”. SDC D retaining walls shall be designed for seismic load.<br />
|- style="vertical-align:top;"<br />
| &nbsp; || d. || All new or replacement bridge/wall designs, either nonseismic (meaning a regular static design) or seismic design or detail, must meet Seismic Design Category (SDC) A requirements in accordance with SGS (Seismic Zone 1 of LRFD). Additionally, bridge/wall seismic designs/details must meet requirements of the Seismic Design Category B, C, or D where applicable. See [[751.1_Preliminary_Design#751.1.2.13_Seismic_.28Earthquake.29_Design_Category_A.2C_B.2C_C_and_D_Considerations|EPG 751.1.2.13 Seismic (Earthquake) Design Category A, B, C and D Considerations.]]<br />
|-<br />
| 10.) || colspan="2" | Miscellaneous<br />
|-<br />
| &nbsp; || a. || Locations of Bridge Approach Slabs.<br />
|-<br />
| &nbsp; || b. || Call out slab drain requirements if other than the standard procedure.<br />
|-<br />
| &nbsp; || c. || The location of the stationing reference line (CL roadway, CL median, other).<br />
|-<br />
| &nbsp; || d. || Station equations.<br />
|-<br />
| &nbsp; || e. || Minimum final and construction clearances (vertical and horizontal).<br />
|-<br />
| &nbsp; || f. || Use of weathering steel or color of paint (steel girders).<br />
|-<br />
| &nbsp; || g. || Name and phone number of district contact.<br />
|-<br />
| &nbsp; || h. || Preliminary Cost Estimate.<br />
|-<br />
| &nbsp; || i. || Details of any utilities to be attached to the bridge.<br />
|-<br />
| &nbsp; || j. || Details of any conduit, light supports or any other unusual attachments.<br />
|-<br />
| &nbsp; || k. || Channel change requirements.<br />
|-<br />
| &nbsp; || l. || Temporary shoring requirements and whether it is a Bridge or Roadway Item.<br />
|-<br />
| &nbsp; || m. || Temporary MSE wall systems. (If determined during layout process for staged bridge construction). <br />
|-<br />
| &nbsp; || n. || Location of Maint. facility contractor is to use for delivery of MoDOT retained items.<br />
|-<br />
| &nbsp; || o. || All DGN files should be stored in the project folder (Preliminary subfolder).<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|- style="vertical-align:top;"<br />
| width="40" | &nbsp; || '''1''' || colspan="2" align="left" | Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)<br />
|- style="vertical-align:top;"<br />
| &nbsp; || '''2''' || colspan="2" align="left" | Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.<br />
|- style="vertical-align:top;"<br />
| &nbsp; || '''3''' || colspan="2" align="left" | Show for open ended CIP piles. For scour condition, minimum cleanout elevation shall be at least 3 feet below maximum estimated scour depth. For non scour condition, minimum cleanout elevation shall be at least 10 feet below natural ground line.<br />
|}<br />
<br />
Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.<br />
<br />
Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.<br />
<br />
The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.<br />
<br />
The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:<br />
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database<br />
*Supply a copy of the Design Layout Sheet to Development and Review.<br />
*Copy all of the MicroStation files in house to<br />
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.<br />
*(Consultants contact Structural Liaison Engineer).<br />
<br />
The SPM should then enter the following information into Bloodhound:<br />
*Span layout information<br />
*Preliminary Cost Estimate<br />
*Date of Layout Conference<br />
*[[Media:Layout to District.doc|Preliminary Plans to District]]<br />
<br />
All other fields in Bloodhound should be updated at this time by the SPM.<br />
<br />
The SPM will then send a request for a Final Designer to the Structural Resource Manager.<br />
<br />
===751.1.2.32 FHWA Submittal===<br />
<br />
Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.<br />
<br />
The submittal should include the following:<br />
<br />
*[[Media:Layout to FHWA.doc|Cover letter]]<br />
*One set of half-sized plat and profile sheets<br />
*One copy of Design Layout Sheet<br />
*One copy of completed Bridge Survey Report<br />
*One copy of the Borings report including Cover Letter from Materials<br />
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)<br />
*One copy of the Bridge Deck Condition Survey Summary (if applicable)<br />
*One copy of the Bridge Rehab Checklist (if applicable)<br />
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)<br />
*One copy of half-sized existing bridge plans (if applicable)<br />
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)<br />
<br />
<br />
That is the end of the Preliminary Design phase of bridge design at MoDOT.<br />
<br />
===751.1.2.33 Aesthetic Enhancements===<br />
<br />
Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.<br />
<br />
Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.<br />
<br />
'''Specifying Form Liners'''<br />
<br />
Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.<br />
<br />
===751.1.2.34 Blast Loading Considerations===<br />
<br />
Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.<br />
<br />
Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.<br />
<br />
All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”<br />
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===751.1.2.35 Bridge Approach Slabs=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.2.36 Bridge End Drainage=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==<br />
===751.1.3.1 Overview===<br />
<br />
Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations. <br />
<br />
These types of projects can be broken into four general categories:<br />
<br />
#Adding a wearing surface to an existing bridge as part of a roadway overlay project.<br />
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.<br />
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.<br />
#Widening an existing bridge to add lanes as part of a roadway project.<br />
<br />
===751.1.3.2 Documentation===<br />
<br />
A [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm structural rehabilitation checklist] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
<br />
A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
<br />
A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
<br />
Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
<br />
A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
<br />
A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
<br />
[https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase] provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.<br />
<br />
===751.1.3.3 Bridges on Resurfacing Projects===<br />
<br />
This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.<br />
<br />
Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.<br />
<br />
If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).<br />
<br />
===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===<br />
AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].<br />
<br />
While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.<br />
<br />
All new bridge barrier and railings for redecks, rehabs, and widenings where the full length of barrier is being replaced shall be MASH TL-4. Type D barrier is preferred to the 38-inch two tube railing since the 42-inch height meets the minimum fall protection requirements for OSHA. See [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.2_Two_Tube_Rail_(Top_Mounted)|EPG 751.12.2 Two Tube Rail (Top Mounted)]] for further restrictions on two tube rail. See the following paragraph for exceptions to the MASH TL-4 requirement. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri:<br />
:* MASH (2016) TL-4 (Type C and D barrier, 38-inch two tube railing)<br />
:* MASH TL-3 (Type H barrier, Type A and B barrier, culvert guardrail)<br />
:* NCHRP 350 TL-4 (32-inch two tube railing)<br />
:* NCHRP 350 TL-3 (12” x 29” vertical barrier, thrie beam railing).<br />
<br />
Exceptions for using a barrier rated lower than MASH TL-4 are as follows:<br />
:* Sight distance concerns. Type H barrier or 32-inch two tube rail is recommended.<br />
:* Rating restrictions where the weight of the barrier prohibits its use. Type H barrier or two tube rail is recommended.<br />
:* When a non-mountable sidewalk is present on either side of the bridge (speed limit not greater than 45 mph). Type H is recommended for both sides, with fencing along the sidewalk.<br />
<br />
The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.<br />
<br />
When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier. <br />
<br />
Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.<br />
<br />
'''Thrie Beam Railing (Bridge Guardrail)'''<br />
<br />
If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.<br />
<br />
The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface. <br />
<br />
Thrie beam railing shall not be installed on new or replacement bridges, redecks or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.<br />
<br />
'''W-beam Railing (Culvert Guardrail)'''<br />
<br />
The MASH TL-3 standard for guardrail attachment is covered in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.6_Culvert_Guardrail_(Top_Mounted)|EPG 751.12.6 Culvert Guardrail (Top Mounted)]]. Existing guardrail or thrie beam attachments likely do not have an adequate base plate design, railing height or headwall clearance to be considered MASH TL-3 compliant. Existing attachments most closely fit NCHRP 350 TL-3 or MASH TL-2. Existing guardrail attachments shall be treated in the same manner as free-standing guardrail when determining if the system can be used in place ([[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement|see EPG 606.1.3.1 Guardrail Selection and Placement]]). If Midwest Guardrail System (MGS) is required and space is available for headwall clearance, 2’-10” minimum between headwall and roadway face of guardrail, the MASH TL-3 standard for guardrail attachment shall be used.<br />
<br />
If there is less than 2’-10” of space between headwall and roadway face of guardrail, a thrie beam shall be used and it is preferrable to top mount the headwall instead of pushing the slab mount closer to headwall. The condition of the headwall should be considered before choosing the headwall mount option.<br />
<br />
If the top slab is less than 10 inches a bolt-thru attachment is required. For thicker slabs a resin-anchor system is available with a minimum 8-inch embedment. There are advantages to both systems. A bolt-thru attachment provides a stouter connection which may reduce the damage to the culvert slab after impact. On the other hand, repairing a bolt-thru system requires access inside the culvert while a resin-anchor system requires access to top of culvert only. Resin-anchor systems may also be preferred if culvert walls interfere with post placement.<br />
<br />
'''Type A, B, C, D, G and H Barriers '''<br />
<br />
If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface. <br />
<br />
If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.<br />
<div id="3. If an existing wearing surface"></div><br />
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.<br />
<br />
'''Curb and Parapet Barrier'''<br />
<br />
The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier. <br />
<br />
Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet. <br />
<br />
Sections of curb and parapet may be replaced without consideration of upgrading.<br />
<br />
When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).<br />
<br />
====Guidelines for Curb Blockout====<br />
<u>Background and Application</u><br />
<br />
Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).<br />
<br />
Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].<br />
<br />
When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.<br />
<br />
<u>Guidelines</u><br />
<br />
Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile). <br />
<br />
If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.<br />
<br />
If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet. <br />
<br />
If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement. <br />
<br />
<u>Limiting Wearing Surface Thickness To Meet Guidelines</u><br />
<br />
The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches. <br />
<br />
Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.<br />
<br />
<u>Details</u><br />
<br />
The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches. <br />
<br />
End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.<br />
<br />
The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.<br />
[[image:751.1.3.4.jpg|center|700px]]<br />
<br />
====Common Bridge Barrier and Railing (for Rehabilitations)====<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" | Type!! style="background:#BEBEBE" | Section<br/>(Test Level) !! style="background:#BEBEBE" width="160" | Allowed Wearing Surface !! style="background:#BEBEBE" width="180" | Required Retrofit !! style="background:#BEBEBE" width="210" | Notes<br />
|-<br />
| width="200" | '''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/>[[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface || Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface || (1)<br />
|-<br />
| '''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit || Use in place with curb blockout (preferred) or thrie beam railing. || (1)<br/>Horizontal step must be 6” or less to be UIP.<br />
|-<br />
| '''Brush Curb with Steel Rail'''<br/>[[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit || Use in place with added curb blockout (preferred) or thrie beam railing. || (1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.<br />
|-<br />
| '''Thrie Beam'''<br/>[[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface || Use in place if minimum height to centerline of thrie beam is acceptable. || (2) <br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided. <br />
|-<br />
| '''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
| '''Type B Barrier'''<br/>[[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
| '''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6” || Use in place. || (3)(4)<br>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
| '''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6” || Use in place. || (3)(4)<br/>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
| '''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3) || Up to 2” || Use in place. || (3)<br/>Use if Type C is considered impractical.<br />
|-<br />
| '''Type H Barrier''' || [[image:751.1.3.4 type h section.jpg|150px]]<br/>(MASH 2016 TL-3) || Up to 2” || Use in place. || (3)<br/>Use if Type D is considered impractical. <br />
|-<br />
| '''32-inch Two Tube Rail'''<br/>[[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2” || Use in place. || (3)<br />
|-<br />
| '''38-inch Two Tube Rail'''<br/>(Photo not available) || [[image:751.1.3.4-MASH2016 tl-4.png|130px]]<br/>(MASH 2016 TL-4) || Up to 2” || Use in place. || (3)<br/>Not for use with turned-back abutment wings less than 18” thick.<br />
|-<br />
| '''12” x 29” Vertical Barrier'''<br/>[[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]]<br/>(NCHRP 350 TL-3) || Up to 2” || End of barrier modification for new guardrail attachment. || (2)<br />
|-<br />
| '''Culvert Guardrail''' || [[image:751.1.3.4-NCHRP 350 TL-3.png|150px]]<br/>(NCHRP 350 TL-3 Thrie Beam or W-Beam) || [[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement|See EPG 606.1.3.1 Guardrail Selection and Placement]] || Use in place. || If MGS is required for the approach, the MASH TL-3 standard shall be installed if space allows.<br />
|-<br />
| colspan=5 align="left" width="750" | (1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for in-kind replacements. Shall not be used for redecks or widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) A single sloped concrete barrier with fence attachment has not been successfully crash tested for MASH TL-4. A fence attachment reduces the test level to MASH TL-3.<br />
|}<br />
</center><br />
<br />
Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion. <br />
<br />
Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade. <br />
<br />
For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]<br />
|}<br />
<br />
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.<br />
<br />
===751.1.3.5 Deck Repairs===<br />
<br />
The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].<br />
<br />
'''Typical Repair'''<br />
<br />
Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete. <br />
<br />
'''Non-Typical Repair'''<br />
<br />
Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.<br />
<br />
===751.1.3.6 Deck Treatment===<br />
The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.<br />
<br />
When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.<br />
<br />
'''Concrete Crack Filler'''<br />
<br />
Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.<br />
<br />
'''Concrete Wearing Surface'''<br />
<br />
A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).<br />
<br />
Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.<br />
<br />
{| border="1" class="wikitable" style="margin:auto"<br />
! Wearing Surface Type !! Allowable Thickness<br />
|- <br />
| Latex Modified || align="center" | 1¾" to 3"<br />
|-<br />
| Silica Fume || align="center" | 1¾" to 3"<br />
|-<br />
| Latex Modified Very Early Strength || align="center" | 1¾" to 3"<br />
|-<br />
| CSA Cement Very Early Strength || align="center" | 1¾" to 3"<br />
|-<br />
| Steel Fiber Reinforced || align="center" | 3" to 4"<br />
|-<br />
| Low Slump||align="center" | 2¼" to 3"<br />
|-<br />
| Polyester Polymer<sup>1</sup> || align="center" | 1" to 3"<br />
|-<br />
| colspan="2" | <sup>1</sup>1-inch minimum should be specified on the plans to ensure not less than 3/4 inch is applied in the field.<br />
|}<br />
<br />
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.<br />
<br />
For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.<br />
<br />
When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.<br />
<br />
Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.<br />
<br />
Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.<br />
<br />
'''Polymer Wearing Surface'''<br />
<br />
A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.<br />
<br />
{| border="1" class="wikitable" style="margin:auto"<br />
! Polymer Options<br />
|- <br />
|1/4″ Epoxy Polymer<br />
|-<br />
|3/8″ MMA Polymer Slurry<br />
|}<br />
<br />
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.<br />
<br />
If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://epg.modot.org/forms/JSP/NJSP1513.docx Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.<br />
<br />
If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.<br />
<br />
'''Asphalt Wearing Surface or Seal Coat'''<br />
<br />
Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. <br />
<br />
Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.<br />
<br />
===751.1.3.7 Bridge Approach Slabs=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.8 Bridge End Drainage=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.9 Environmental Considerations: Asbestos and Lead===<br />
<br />
Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, please see the SPM/SLE or contact the Chemical Lab Director with a request. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)<br />
<br />
:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”<br />
<br />
:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''<br />
<br />
<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.<br />
<br />
==751.1.4 Retaining Walls==<br />
===751.1.4.1 Overview===<br />
<br />
This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.<br />
<br />
<br />
Retaining walls are very much like bridges in that they require the many of the same items, such as:<br />
<br />
*Bridge Survey<br />
*Bridge Number<br />
*Bridge Memorandum<br />
*Soundings<br />
*Design Layout Sheet<br />
<br />
===751.1.4.2 Types of Walls===<br />
<br />
There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:<br />
<br />
*When barrier or railing must be attached to the top of the wall.<br />
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).<br />
*When you don’t have adequate room behind the wall for the reinforcing straps.<br />
<br />
In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.<br />
<br />
The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.<br />
<br />
Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.<br />
<br />
:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.<br />
<br />
:A nonuniform reinforcement length may be considered under the following circumstances:<br />
<br />
:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.<br />
<br />
:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.<br />
<br />
:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.<br />
<br />
For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a greater of 0.4H or 5 ft with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-10-024.<br />
<br />
For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.<br />
<br />
MSE walls are pre-qualified and listed on the internet in three categories:<br />
<br />
* Drycast modular block wall (DMBW-MSE) systems<br />
* Wetcast modular block wall (WMBW-MSE) systems<br />
* Precast modular panel wall (PMPW-MSE) systems<br />
<br />
Drycast modular block wall systems are battered walls with a maximum height of 10 feet. Drycast modular block wall systems have five major components: Dry cast modular blocks, pre-approved geogrid soil reinforcements, select granular backfill, unit fill and nonreinforced concrete leveling pad.<br />
<br />
Wetcast modular block wall systems are battered walls with a maximum height of 15 feet. Wetcast modular block wall systems have five major components: Wetcast modular blocks, pre-approved geogrid soil reinforcements, select granular backfill, unit fill and nonreinforced concrete leveling pad.<br />
<br />
Precast modular panel wall systems are vertical walls with heights that may exceed 10 feet. Precast modular panel wall systems have five major components: Precast modular panels, pre-approved soil reinforcements, anchorage devices, select granular backfill, and nonreinforced concrete leveling pad.<br />
<br />
Aesthetic enhancements may be used for either CIP or MSE walls. If [[751.1_Preliminary_Design#751.1.2.33_Aesthetic_Enhancements|EPG 751.1.2.33 Aesthetic Enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, less detailing, no extra support ledge and produce no risk of delamination or falling work. However, for MSE precast modular panel wall systems only, form liners are required for all panels. For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
Any deviation from the criteria listed shall be discussed with Structural Project Manager.<br />
<br />
===751.1.4.3 MSE Walls===<br />
<br />
Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e., positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. <br />
<br />
You will also need to set the elevations for the top of the leveling pad. The minimum embedment depth of MSEW, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA-NHI-10-024, Table 2-1 and LRFD 11.10.2.2)<br />
<br />
{| border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"<br />
| width="250" | '''Slope in Front of Wall''' || width="250" | '''Minimum Embedment Depth to Top of Leveling Pad'''<br />
|-<br />
| All Geometries || 2 ft minimum<br />
|-<br />
| Horizontal (walls) || H/20<br />
|-<br />
| Horizontal (abutments) || H/10<br />
|-<br />
| 3H:1V || H/10<br />
|-<br />
| 2H:1V || H/7<br />
|-<br />
| 1.5H:1V || H/5<br />
|}<br />
<br />
Where,<br />
<br />
H:V = Horizontal to vertical slope in the front of the wall<br />
<br />
H = Height of the wall as measured from the top of the leveling pad to the top of the wall <br />
<br />
The absolute minimum embedment is 2 ft except when rock is found near surface. When the soundings are returned from the Geotechnical Director, they will include a minimum embedment depth to the top of leveling pad, minimum soil reinforcement length necessary for global stability, bearing resistance and settlement requirements. If rock is encountered during excavation then the contractor shall immediately cease excavating and notify the engineer and contact Geotechnical Section to perform global stability and suggest a required minimum embedment depth to the top of leveling pad and required minimum soil reinforcement length.<br />
<br />
Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.<br />
<br />
If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.<br />
<br />
For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]]. <br />
<br />
For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
===751.1.4.4 CIP Concrete Walls===<br />
<br />
Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.<br />
<br />
You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit. <br />
<br />
Check with the district contact to determine if they want any coping on the exposed face of the wall.<br />
<br />
French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.<br />
<br />
For details on requesting soundings, see [[751.1_Preliminary_Design#751.1.2.19_Soundings_.28Borings.29|EPG 751.1.2.19 Soundings (Borings)]].<br />
<br />
If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|EPG 751.1.2.17 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.<br />
<br />
===751.1.4.5 Obstructions===<br />
<br />
Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:<br />
<br />
<br />
::{|<br />
|-<br />
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description<br />
|-<br />
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,<br />
|-<br />
|&nbsp;||16 ft. left<br />
|-<br />
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80, <br />
|-<br />
|&nbsp;||31 ft. right<br />
|-<br />
|Drop Inlet||2’ x 2’ Type D Drop Inlet,<br />
|-<br />
|&nbsp;||Sta. 163+12.45, 14 ft. left<br />
|}<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines|751.01]]</div>Hoskirhttps://epg.modot.org/index.php?title=104.6_Project_Scoping_Checklists&diff=58603104.6 Project Scoping Checklists2026-05-06T15:20:54Z<p>Hoskir: updated forms box per RR4180</p>
<hr />
<div>[[image:104.6 Project Scoping Checklists.jpg|left|350px]]<br />
<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:330px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Checklists for Core Teams</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Bridge_Scoping_Checklist.docx Bridge Scoping Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Construction_and_Materials_Checklist.doc Construction and Materials Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Design_Checklist.doc Design Checklist]<br />
* [[media:104.6 Environmental Checklist.doc|Environmental Checklist]]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_FHWA_Checklist.doc FHWA Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Maintenance_Checklist.doc Maintenance Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Planning_Checklist.doc Planning Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Design_Liaison_Checklist.doc Design Liaison Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Project_Scoping_Checklist.doc Project Scoping Checklist]<br />
* [[media:905.3.5.6 TIA Scoping Reviewers Checklist.docx|Project Scoping (TIA Scoping Reviewer’s Checklist)]]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Public_Information_and_Outreach_Checklist.doc Public Information and Outreach Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Railroad_Checklist.doc Railroad Checklist]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Right_of_Way_Checklist.doc Right of Way Checklist]<br />
* [https://epg.modot.org/forms/general_files/TS/SAFER_Document.pdf SAFER Document]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Traffic_Checklist.docx Traffic Checklist]<br />
* [[media:104.6 TSMO Checklist.docx|TSMO Checklist]]<br />
* [https://epg.modot.org/forms/general_files/DE/104.6_Utilities_Checklist.doc Utilities Checklist]<br />
'''<u><center>Other Documentation</center></u>'''<br />
* [[media:124 Project Estimate Record Sheet.xlsx|Project Estimate Record Sheet]]<br />
* [https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase]<br />
</div><br />
<br />
Efficient use of the [[104.1 Core Team|project core team]] is essential in identifying the design elements of the project. When the various disciplines represented by the core team work together, considering as many project development factors as possible, an accurate scope can and will be achieved. There are two main items that can prevent the effective use of core teams: not having the proper members included in the decisions for which they should have input and core members'lack of knowledge of their functional unit.<br />
<br />
In order to address these issues, two types of checklists have been developed to help ensure the proper factors are being considered through the project scoping process. The checklists are designed to represent the probable issues a core team will address through the process of scoping a project. These lists are not intended to be all-inclusive, but a good representation of the key issues. The checklists are also not intended to be static, but are intended to be flexible in the fact that they can be modified as issues arise and expectations of core team members change.<br />
<br />
The checklists are designed to encourage thought upon common development factors as well as those elements that are often overlooked. Strong core team participation is another benefit of the checklists, as they cannot be properly completed without the full commitment of a multidiscipline core team. Finally, the completion of the checklists could act as a signal to the project manager that the project scope is nearing completion. <br />
<br />
The [https://epg.modot.org/forms/general_files/DE/104.6_Project_Scoping_Checklist.doc Project Scoping Checklist] has been developed to assist the project manager in determining the members who are required to be involved in various project decisions. This checklist summarizes the expectations that each type of core team member is trying to meet. The project manager may choose to use this checklist to ensure the scope of a project is as fully defined as possible prior to programming right of way and construction funds.<br />
<br />
The other type of checklist that has been developed consists of a list of expectations that each functional unit has for the core team member who will be representing them. With these lists an individual core team member will know the areas of the project scoping process for which they are responsible to provide input to the core team. <br />
<br />
Completion of these checklists is important and they should be used by the project manager and core team members. These checklists are provided as a tool to help remind the project manager and the core team members to address many of the necessary items during the project scoping process. An electronic version of the Project Scoping Checklists can be found in the Project Scoping category of the design form.<br />
<br />
[[image:104.6.jpg|center|815px]]<br />
<br />
<br />
[[category:104_Scope|104.06]]</div>Hoskirhttps://epg.modot.org/index.php?title=104.2_Project_Scoping&diff=58602104.2 Project Scoping2026-05-06T15:18:52Z<p>Hoskir: updated per RR4180</p>
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<div><div style="float: right; margin-top: 5px; margin-top: 5px; margin-bottom: 15px; width:275px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Related Information</center></u>'''<br />
* [https://www.modot.org/sites/default/files/documents/transportation_planning/idea2road.pdf Steps to Build a Road pamphlet]<br />
<u><center>Figure</center></u><br />
* [[media:104.2a Project Scoping Process.pdf|Project scoping process flowchart]] <br />
</div><br />
<br />
[[image:104.2 Project Scoping.jpg|right|285px]]<br />
<br />
Project Scoping is a process that is used to clearly define transportation needs and to determine the appropriate means to address them. This involves determining the root causes of the need, developing a range of possible solutions to address the need, choosing the best solution, setting the physical limits of the project, accurately estimating the cost of the project, and forecasting the delivery schedule of the project.<br />
<br />
The purpose of project scoping is to develop the most complete, cost effective solutions, as is practical, early in the project development process. This is foundational to avoiding major design changes, large estimate adjustments, and last minute project changes later in the project development process. With proper project scoping, such changes will be minimized and will have reduced impacts on the overall project. Proper project scoping of all needs leads to a more balanced, consistent construction program. <br />
<br />
After the elements and limits of a project become clearly defined by the project scoping process, it becomes necessary to develop a [[:Category:235 Preliminary Plans#235.2.3 Project Agreements|project agreement]] if elements of the project are to be shared between the Commission and other public agencies or private interests. <br />
<br />
Project scoping should not be thought of as a separate, stand-alone process from the [[:Category:138 Project Development Chronology|project development process]]. It is, instead, the initial stage of the project development process where the details of appropriate solutions are developed. Project scoping begins with the delivery of the need to the project manager and continues until the elements and limits of a project become so well-defined that accurate costs and project delivery schedules can be forecast. A [[media:104.2a Project Scoping Process.pdf|project scoping process flowchart]] depicting the project scoping process is available. <br />
<br />
[https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase] provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.<br />
<br />
==104.2.1 Increased Federal Share Program==<br />
'''Introduction'''<br />
<br />
Using Federal funding for transportation projects is a complex process as described in [[:Category:123 Federal-Aid Highway Program#123.1 Discussion|EPG 123.1]]. This article describes a process that allows MoDOT to increase its federal share of a project’s eligible cost by 5% for projects using project-level innovation per [https://www.law.cornell.edu/uscode/text/23/120 CFR 23 U.S.C. 120(c)(3)]. <br />
<br />
'''Request for Increased Federal Share'''<br />
<br />
An obligation is a commitment by the Federal government to reimburse MoDOT for the Federal share of a project’s eligible cost. This commitment occurs at each phase of the project and prior to advancing to the next phase. Federal aid transportation projects are developed by completing work in the following distinct work phases:<br />
:1. Preliminary Engineering (PE)<br />
:2. Right of Way (ROW)<br />
:3. Utilities, if applicable<br />
:4. Construction.<br />
<br />
To submit a request for increased Federal share, the district must submit their innovative project via [https://modotgov.sharepoint.com/sites/DE/Lists/Increased_Fed_Share_for_Proj_Level_Innov/AllItems.aspx?OR=Teams%2DHL&CT=1643207408751 MoDOT's Increased Federal Share site] along any phase of the project but must be prior to the obligation of the next work phase of a project desired to be captured. The project will be recorded and Central Office Design will bundle multiple qualifying projects of similar innovation categories into a formal application to the FHWA. Examples of FHWA approved applications, arranged in categories, are available on [https://www.fhwa.dot.gov/innovation/resources/increased_federal_share.cfm FHWA's website]. [http://sp/sites/sl/programdelivery/APD/_layouts/15/WopiFrame.aspx?sourcedoc=%7b312360F8-6985-401F-907E-7C8DF4D1DBAD%7d&file=FHWA%20List.docx&action=default MoDOT Categories] links to the most current list of opportunities that MoDOT has utilized. This list is not all-inclusive as new innovations are being implemented daily. <br />
<br />
Innovative technologies and practices are:<br />
:* Innovative project delivery methods that improve work zone safety for motorists or workers and the quality of the facility,<br />
:* Innovative technologies, engineering or design approaches, manufacturing processes, financing, or contracting or project delivery methods that improve the quality of, extend the service life of, or decrease the long-term costs of maintaining highways and bridges,<br />
:* Technologies and practices that accelerate project delivery while complying with other applicable Federal laws (including regulations) and not causing any significant adverse environmental impact, or<br />
:* Technologies and practices that reduce congestion related to highway construction.<br />
<br />
To qualify for an increased Federal share, technologies and practices should be truly innovative to the state or local agency. The innovations should be technologies or practices that are new or have only rarely been used for unique or special applications and represent significant improvement to the state or local agency’s conventional practice.<br />
<br />
Criteria for no longer being considered innovative are below. The innovation must meet all four of the following criteria in order to no longer be innovative:<br />
:* Pay Items that are not Miscellaneous items are assigned to the innovation<br />
:* A special JSP is no longer needed for the innovation<br />
:* The innovation is now included in the MoDOT specification book<br />
:* There is an EPG article about the innovation.<br />
<br />
Once your innovative project is approved by FHWA, MoDOT will be notified and the project will be obligated by the Financial Services Division. Any expenses incurred in a work phase prior to the authorization of additional Federal share will not be eligible for additional Federal reimbursement.<br />
<br />
MoDOT will receive the additional 5% Federal share for the total final project cost that was obligated with additional share. It is important to note that this funding does not come back to your project. The additional 5% Federal share allows MoDOT to preserve state road funds for additional Federal match and non-federally eligible activities.<br />
<br />
==104.2.2 District Role==<br />
[https://epg.modot.org/forms/JSP/JSP2107.docx JSP-21-07 Special Consideration of Change Orders and Value Engineering] shall be used on all projects containing an innovative concept or material that was approved for increased Federal share. Please note that the engineer reserves the right to remove such innovation from their respected project, but such parties shall ensure that the proposed change order or value engineering savings will outweigh the loss of additional Federal share. If the innovation is removed from the contract, the involved party must notify the Financial Service Division that the project’s Federal share has been altered. <br />
<br />
'''Process Summary'''<br />
<br />
The following process is recommended for successful submission and approval:<br />
:1. Project Manager submits job information via [https://modotgov.sharepoint.com/sites/DE/Lists/Increased_Fed_Share_for_Proj_Level_Innov/AllItems.aspx?OR=Teams%2DHL&CT=1643207408751 MoDOT's Increased Federal Share site]. <br />
:2. Central Office Design bundles qualifying projects into sub-categories and sends them to FHWA for review. The projects must meet the FHWA criteria listed in [[#104.2.1 Increased Federal Share Program|EPG 104.2.1 Increased Federal Share Program]] and be new or rarely used within the state.<br />
:3. Upon satisfactory review, FHWA will issue an acceptance letter to MoDOT for approved projects.<br />
:4. Project Manager will add Increase Federal Share JSP to contract.<br />
:5. Financial Services will obligate projects with increased Federal share.<br />
<br />
'''Additional Requirements'''<br />
<br />
It is important to understand the following requirements so that MoDOT may utilize the full potential of the Additional Federal Share program.<br />
:* Additional 5% Federal Share may be applied to and capture the cost of all stages; Preliminary Engineering, Right of Way, Utilities and Construction costs provided that the application is submitted prior to the Federal Obligation of each pertinent stage. <br />
<br />
:* Project Managers reserve the right to make essential changes to associated projects. If such changes jeopardize the successful application to FHWA, Financial Services must be notified in order to plan final Federal Share accordingly.<br />
<br />
:* A maximum of 5% additional Federal Share will be allowed regardless of how many innovative solutions a project incorporates.<br />
<br />
:* In a single Fiscal Year, the money MoDOT gets back from the program cannot exceed 10% of the combined NHPP, STBG, and PL Federal funding sources. These are the only funding sources that are allowed by the program.<br />
<br />
:* No more than fifteen projects of any specific innovation within a Federal fiscal year shall be applied for additional Federal Share.<br />
<br />
:* Minimum time for increased Federal Share application before Plans Specification & Estimate (PS&E) submittal to Central Office: PMs submit 3 months before PS&E Central Office submittals to FHWA due 3 weeks prior to the end of the quarter.<br />
<br />
<br />
[[category:104_Scope|104.02]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.1_Preliminary_Design&diff=58601751.1 Preliminary Design2026-05-06T15:15:25Z<p>Hoskir: /* 751.1.3.2 Documentation */ updated per RR4180</p>
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|- <br />
|'''Forms'''<br />
|-<br />
|[https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm Structural Rehabilitation Checklist]<br />
|}<br />
<br />
==751.1.1 Overview==<br />
===751.1.1.1 Introduction===<br />
<br />
The Preliminary Design of a structure begins with the district submitting a Bridge Survey indicating their need for a structure, and ends with the completion of the Substructure Layout or TS&L submittal (type, size and location). This article is intended to be a guide for those individuals assigned the task of performing the Preliminary Design or “laying out” of a structure.<br />
<br />
The types of structures can be broken into five categories:<br />
:1.) Bridge over Water<br />
:2.) Bridge over Roadway or Railroad<br />
:3.) Box Culvert over Water<br />
:4.) Retaining Wall (CIP walls taller than 5 ft., MSE walls adjacent to bridge end bents)<br />
:5.) Rehabilitation or Modification of Existing Structure<br />
<br />
In addition to the following information, the Preliminary Design shall consider hydraulic issues where applicable.<br />
<br />
===751.1.1.2 Bridge Survey Processing and Bridge Numbering===<br />
The Preliminary Design process starts with the receipt of the Bridge Survey. The following is a list of steps that are taken by the Bridge Survey Processor. <br />
<br />
'''Assign a Bridge Number to the Structure'''<br />
: The Bridge Division assigns bridge numbers in Bloodhound to all new, rehabilitated or modified structures (i.e., bridges, box culverts (see [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]]), CIP retaining walls over 5 ft. tall and MSE walls adjacent to bridge end bents). <br />
: Enter the Bridge Number, survey received date and feature crossed in the Bloodhound database. Notify by email the appropriate Structural Project Manager and/or Structural Liaison Engineer copying the Structural Resource Manager and Structural Hydraulic and Preliminary Design Engineer. The email subject line should include the Job No., County, Route and Bridge No.<br />
<br />
'''New Structures:'''<br />
: New structures are numbered in ascending order using the next available bridge number. Numbering for new structures (except timber structures) start at A0001 thru A9999 and will be followed by B1000 thru B9999. (Note: B0001 thru B0581 were used for the Safe and Sound Bridge Replacement Program.)<br />
: New timber bridges are numbered in the same manner using the letter “T” instead of the letter “A”.<br />
<br />
'''Temporary Structures:'''<br />
: Temporary bridges use the same number as the new bridge with the letter “T” added to the end (i.e., the temporary bridge for A8650 would be A8650T).<br />
<br />
'''Rehabilitated or Modified Structures''' (Except when rehabilitation is only for structural steel coating or MMA crack filler):<br />
: '''Single Structures (Includes twin structures with individual bridge numbers): '''<br />
:: Structures without a suffix letter on the existing bridge number will be numbered using the existing bridge number and a suffix number added that corresponds to the number of rehabilitations or modifications to the structure (i.e., bridge number A0455 becomes A04551 upon its first rehabilitation or modification and A04552 upon its second).<br />
<br />
: '''Single Structures with the Suffix “R”:'''<br />
:: Structures that have the suffix “R” on the bridge number are usually bridges that have been rehabilitated or modified in the past, but in some cases bridges were given the suffix “R” to denote it as a replacement for a bridge with the same number. Review the existing bridge plans to determine if the “R” was for a rehabilitation or replacement. Structures that have been previously rehabilitated should replace the “R” with a suffix number corresponding to the total number of rehabilitations to the structure (i.e., bridge number A0444R would become A04442 (second rehab. or mod.), bridge number A0055R2 would become A00553 (third rehab. or mod.), etc.). For structures where the “R” denotes it as a replacement, the “R” is treated as the first rehabilitation and the suffix number corresponds to the number of rehabilitations or modifications plus one and the “R” is dropped (i.e., bridge number L0428R becomes L04282 for the first rehabilitation). If the “R” suffix was removed in a previous rehabilitation, the next suffix number is used regardless of whether the original structure was a rehabilitation or replacement. <br />
<br />
: '''Twin Structures with the Same Bridge Number:'''<br />
:: Twin structures with the same bridge number will use a different suffix number for each structure. The numbering is similar to a single structure with the lower suffix number being used on the eastbound or southbound structure and the next suffix number being used on the westbound or northbound structure (i.e., bridge number A0144 would become A01441 for the eastbound bridge and A01442 for the westbound bridge. A future rehabilitation would become A01443 for the eastbound bridge and A01444 for the westbound bridge). Twin bridges with an “R” suffix on the bridge number would receive the suffix numbers using the same rules, but with the same consideration given to the “R” as it is for a single structure. <br />
<br />
'''Structural Steel Coating or MMA Crack Filler Only Jobs:'''<br />
: Rehabilitations that consist only of structural steel coatings use the existing bridge number plus the suffix “-Paint” (i.e., bridge number A2100 would become A2100-Paint and bridge number A150010 (multiple rehabilitations) would become A150010-Paint). A future rehabilitation consisting of only structural steel coatings would use the suffix “-Paint2” only if no other rehabilitations have been completed since the previous coating rehabilitation.<br />
: Rehabilitations that consist only of MMA crack filler use the existing bridge number plus the suffix “-MMA” (i.e., bridge number A2100 would become A2100-MMA and bridge number A150010 would become A150010-MMA). A future rehabilitation consisting of only MMA crack filler would use the suffix “-MMA2” only if no other rehabilitations have been completed since the previous crack filler application.<br />
<br />
'''Removal of Existing Bridge Structures:'''<br />
: When a bridge structure is removed and not replaced by a new bridge structure or is removed under a separate contract, the suffix “-Rem” should be added to the latest bridge number (i.e., bridge number T0415 would become T0415-Rem and bridge number K01651 would become K01651-Rem).<br />
<br />
'''Replacement Bridges with no Bridge Survey:'''<br />
: When a bridge structure is scheduled to be replaced and the bridge survey is pending receipt by the Bridge Division, the suffix “REP” should temporarily be added to the existing bridge number (i.e., bridge number L0573 would become L0573REP).<br />
<br />
'''Re-using Bridge Numbers:'''<br />
: Bridge numbers that were assigned to new structures that were never built are only reused if the proposed structure is at the same crossing location that the bridge number was originally assigned to. <br />
: Bridge numbers that were assigned to rehabilitate or modify structures where the work was not completed may reuse the previous bridge number by adding the suffix “_02” to the bridge number (i.e., bridge number A6545 had plans developed for deck repairs and was assigned the bridge number A65451, but the work was never completed. At a later date, bridge A6545 is set up to be redecked; the bridge number assigned to the redeck would be A65451_02). This suffix is only recorded in Bloodhound for tracking purposes and is not shown as part of the bridge number on file folders or final plans. <br />
<br />
'''Process Electronic Files'''<br />
: When the electronic files listed in [[:Category:747 Bridge Reports and Layouts#747.1.2 Bridge Survey Submittals|EPG 747.1.2 Bridge Survey Submittals]] are received, verify that the drawing scales are correct and that the necessary reference files are included. Also, review all Bridge Survey Sheets and the Bridge Survey Checklist for accuracy and completeness. The Bridge Survey Processor may have to work with the district to correct any discrepancies and/or omissions. <br />
<br />
'''Final Step for Bridge Survey Processor'''<br />
: Once all of these steps are completed, the Bridge Survey Processor should send an acknowledgement email to the district contact(s) informing them that the Bridge Division has received the Bridge Survey. The email subject line should include the Job No., County and Route. Include the Bridge No(s). and the name of the Bridge Division contact in the email.<br />
: Once the survey is found to be complete and accurate, the Survey Complete date should be entered into Bloodhound. This date should match the Surv Rec date if no changes were made. If the survey is not complete or contains inaccuracies as submitted, we need to work with the district to fill in the blanks. If the omissions affect the timeline for completing the preliminary design, the Survey Complete date should reflect the date when we have all the information needed for the preliminary design to move forward without delay. If there is a delay in the bridge division review of the survey, this time should not count against the district in the survey complete date. The Bridge Survey Processor should work closely with the preliminary designer and SPM to determine the proper Survey Complete date in this case. For example, a bridge survey is received on 9/16/2016. Initial review by the bridge survey processor shows a complete survey. The job sits for five weeks while a preliminary resource comes available. Review by the preliminary designer shows a profile grade that is unusable and the preliminary design cannot progress until the grade situation is corrected. It takes four weeks for the grade to get worked out. The Survey Complete date should be four weeks after the Surv Rec date (10/14/2016). The district would not be penalized for our five week delay in reviewing the survey. This date is important because it will help us track when bridge surveys are turned in relative to when they are complete and when the project is due to Design.<br />
<br />
===751.1.1.3 Beginning Preliminary Design===<br />
<br />
The Preliminary Designer should meet with the Structural Project Manager to go over the Correspondence and Preliminary Design files to see if anything out of the ordinary has come up at Core Team Meetings prior to that date. It is important to include any correspondence or calculations used in the laying out of the structure in the bound portion of the Preliminary Design Folder. <br />
<br />
The Preliminary Designer should then examine the Bridge Survey closely for any errors or omissions. Consult [[:Category:747 Bridge Reports and Layouts|EPG 747 Bridge Reports and Layouts]]. Pay special attention to the scales used. Make sure the district's submittal includes photographs and details of staging and/or bypasses, if applicable. Verify that the proposed roadway width meets the NBI criteria for minimum bridge roadway width to avoid building a deficient bridge. Contact the district to resolve any discrepancies or questions.<br />
<br />
A visit to the bridge site by the Preliminary Designer may be warranted to help determine Manning’s “n” values, examine adjacent properties, etc. If you decide to make this trip, advise the Structural Project Manager and the district contact since they may also want to attend.<br />
<br />
'''Vertical Alignment and Bridge Deck Drainage'''<br />
<br />
Laying out a bridge should consider deck drainage concerns for bridges on flat grades and sagging vertical curves and other vertical alignment issues as given in [[230.2 Vertical Alignment|EPG 230.2 Vertical Alignment]] and [[230.2 Vertical Alignment#230.2.10 Bridge Considerations|EPG 230.2.10 Bridge Considerations]].<br />
<br />
===751.1.1.4 Coordination, Permits, and Approvals===<br />
<br />
The interests of other agencies must be considered in the evaluation of a proposed stream-crossing system; cooperation and coordination with these agencies must be undertaken. Coordination with the State Emergency Management Agency (SEMA), the U.S. Coast Guard, the U.S. Army Corps of Engineers, and the Department of Natural Resources is required.<br />
<br />
Required permits include:<br />
*U.S. Coast Guard permits for construction of bridges over navigable waterways.<br />
*Section 404 permits for fills within waterways of the United States from the U.S. Army Corps of Engineers.<br />
*Section 401 Water Quality Certification permits from the Missouri Department of Natural Resources.<br />
*[[748.9 National Flood Insurance Program (NFIP)|Floodplain development permits]] for work in special flood hazard areas from the State Emergency Management Agency (SEMA).<br />
<br />
Section 404 and Section 401 permits are obtained by the Design Division. U.S. Coast Guard permits are obtained by the Bridge Division. The Bridge Division will obtain floodplain development permits for projects that include structures in a regulated floodplain. The Design Division will obtain floodplain development permits for other projects involving roadway fill in a regulated floodplain.<br />
<br />
Copies of approved U.S. Coast Guard permits and floodplain development permit/applications are sent to the district, with a copy to the Design Division.<br />
<br />
See [[:Category:127 MoDOT and the Environment|MoDOT and the Environment]] for more information on the required permits.<br />
<br />
===751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)===<br />
<center><br />
<gallery gallery mode=nolines widths=750px heights=500px " ><br />
File:751.1.1.5_01.png|left|<br />
</gallery><br />
<div style="width: 700px; text-align: left;"><br />
<nowiki>*</nowiki>13 months minimum required for multi-span bridge design with seismic details or seismic details and abutment seismic design. 13 months minimum required for single-span bridge design with abutment seismic design or seismic details. 24 months minimum required for complete seismic analysis of multi-span bridge design. 24 months minimum required for Railway Crossing bridge design.<br />
</div><br />
</center><br />
<br />
==751.1.2 Bridges/Boxes==<br />
===751.1.2.1 End Slopes/Spill Fills===<br />
<br />
The end slopes are determined by the Construction and Materials Division and are supplied to the Bridge Division by way of the Preliminary Geotechnical Report. If this report is not in the Correspondence file, contact the district to get a copy of it. The Bridge Division has made a commitment to the districts that we will have the bridge plans, specials and estimate completed 12 months after the date the Bridge Survey and Preliminary Geotechnical Report are received. The "12 month clock" does not start ticking until both the Bridge Survey and the Preliminary Geotechnical Report are in the Bridge Division.<br />
<br />
When laying out a skewed structure, adjust the end slope for the skew angle. On higher skews, this will have a significant effect on the lengths of the spans. Often the slope of the spill fills will be steeper than the roadway side slopes. On a skewed structure, this makes it necessary to "warp" the slopes.<br />
<br />
Whenever there will be a berm under any of the spans, its elevation should be such that there is a minimum of 4 feet clear between the ground line and the bottom of the girder as shown below.<br />
<br />
<br />
<center>[[Image:751.1_Prelim_Design_Berm_Elevation.gif]]</center><br />
<br />
<center>(*) Specify berm elevation or 4'-0" minimum clearance.</center><br />
<br />
<center>'''BERM ELEVATION</center><br />
<br />
<br />
If a rock cut is encountered in the spill slope, a slope of 1:1 may be used to the top of the rock.<br />
<br />
===751.1.2.2 Wing Lengths===<br />
The purpose of wings is to contain and stabilize the abutment fill as the roadway transitions to the bridge. For stream crossings in particular, the wings also protect the abutment during extreme hydraulic events. <br />
<br />
The lengths of the wings at the end bents are to be determined prior to the issuance of the Bridge Memorandum. There are two reasons for this. First, the district will use these lengths to determine the placement of their guardrail (bridge anchor section). Second, if the lengths of the wings exceed 22 ft. for seismic design category A or 17 ft. for seismic design category B, C or D, they will have to be broken into a stub wing and a detached wing wall. If this happens, then you will need to include this extra cost in your Preliminary Cost Estimate and request soundings for the wall. The request for soundings for the wall should include a request for the determination of the allowable bearing of the soil (if in cut - assume piling if it is in fill) and the angle of internal friction for the material retained by the detached wing wall. Also include the bottom of wing footing elevation.<br />
<br />
In order to use a standard end section for Type D barrier on a short turned-back wing, consider increasing the wing length so that the barrier end section is at least 8 feet long.<br />
<br />
'''Unequal Wing Lengths'''<br />
<br />
Wing lengths at each end of a bridge could be unequal because of several factors: grade of roadway under, superelevation of bridge, skew of the bridge, and/or other ramps/roads/slopes adjacent to the bridge structure, e.g., stream access roads or unusual geomorphic conditions. <br />
<br />
Set/determine the wing lengths using the control points, as shown in [[Media:611.1 Embankment at Bridge Ends.pdf|Embankment at Bridge Ends]], which may be used for both grade separations and stream crossings. This is done after the end bent location is determined. If estimated wing lengths are within 3 ft., they should be made equal and based on the longer wing length. Make sure no slope is steeper than that recommended in the geotechnical preliminary report. Slightly flatter slopes are acceptable. The contractor will warp the slopes to fit the wing tip locations.<br />
<br />
Equal wing lengths are preferable at stream crossings to mitigate scour, improve erosion control and improve/mitigate parallel water flow along wing and side embankment. Also, since wing lengths are reported to districts for use in estimating rock slope protection limits, unequal lengths (especially on the upstream side) could mistakenly lead to the unfavorable condition of allowing for less than adequate rock side slope protection.<br />
<br />
Judgement is required since no two estimated wing lengths at a bridge end will be exactly equal. More often equal wing lengths are used.<br />
<br />
On divided highway bridges with high skews and shallow end slopes, the wing lengths on the median side of the bridge may be less than the other side due to the difference in sideslope between the median and the outside.<br />
<br />
===751.1.2.3 Live Load Determination===<br />
<br />
The live load requirements for a structure shall be HL-93 <br />
<br />
On box culverts, the actual live load applied to the structure is dependent upon the amount of fill on top of the box; however, see Structural Project Manager for the live load that goes on the Bridge Memorandum.<br />
<br />
===751.1.2.4 Skew Angle===<br />
<br />
Determining the most appropriate skew angle for the structure involves some judgement. On bridges over streams, pick the angle that will allow floodwater to pass through the bridge opening with the least amount of interference from intermediate bent columns. Another consideration on meandering streams is to avoid a skew which will cause the spill fill – side slope transition from blocking the stream. Often a trip to the field may be justified just for determining the angle (you can even ask the district to stake some different skews for you to observe in the field).<br />
<br />
On stream crossings, avoid skews between zero and five degrees and try to use five-degree increments. On grade separations, often the skew must be accurate to the nearest second to maintain minimum horizontal clearances.<br />
<br />
Keep all bents on a bridge parallel whenever possible and avoid skews over 55 degrees (30 degrees for adjacent prestressed concrete beams). Also keep in mind that the higher the skew, the higher the Preliminary Cost Estimate due to the beam caps and wings being longer.<br />
<br />
===751.1.2.5 Bridge Width ===<br />
<br />
For bridge width requirements, see [[231.8 Bridge Width|EPG 231.8 Bridge Width]].<br />
<br />
===751.1.2.6 Vertical and Horizontal Clearances===<br />
<br />
====751.1.2.6.1 Grade Separations====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" colspan="3"|Minimum Design Clearances for New Bridges <br />
|-<br />
!style="background:#BEBEBE"|Facility Under Bridge!!style="background:#BEBEBE"|Vertical Clearance under Superstructure<sup>1</sup>!!style="background:#BEBEBE"|Horizontal Clearance<br />
|- <br />
|Interstate and Principal Arterial Routes|| 16’-6” over roadway including auxiliary lanes and shoulders||rowspan="4" width="475"|Clear zone clearances from the edge of the traveled way (includes shoulders and auxiliary lanes) are obtained from the District Design Division. The vertical clearance is required for the full width of the clear zone. Barrier is required if unable to locate obstacles outside clear zone (columns, beams, walls, coping, 3:1 [1V:3H] slopes or steeper). If a barrier is required the minimum distance to the barrier shall be specified on the Bridge Memorandum as the horizontal clearance otherwise the clear zone clearance shall be used. See [[751.2 Loads#751.2.2.6 Other Loads|EPG 751.2.2.6 Other Loads]] and [https://www.modot.org/media/16857 Standard Plans 606.01], [https://www.modot.org/media/16865 606.51] and [https://www.modot.org/media/16893 617.10] for typical barrier and railing options.<br />
|-<br />
|Other State Routes with Volumes ≥ 1700 vpd ||16’-6” over roadway including auxiliary lanes and shoulders<br />
|-<br />
|Other State Routes with Volumes < 1700 vpd ||15’-6” over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Other Streets and Roads ||14’-6” (15’-6” commercial zones) over the roadway including auxiliary lanes and shoulders<sup>'''2'''</sup><br />
|-<br />
|Railroads ||23’-0” inside 18’-0” opening or as required by railroad (23’-4” for UPRR, 23’-6” for BNSF)<sup>'''3'''</sup>||14’-0” and 22’-0” from centerline<sup>'''4,5'''</sup><br/>(25’-0” eliminates collision walls)<br />
|-<br />
|colspan="3"|<sup>'''1'''</sup> Roadway vertical clearances are based upon AASHTO minimums with an additional 6 inches to accommodate future resurfacing of the roadway. An additional 1 ft. is required for pedestrian overpass facilities over roadways. Vertical clearances shown are also applicable when the facility under the bridge is being carried by a bridge.<br/><sup>'''2'''</sup> To provide continuity of travel for taller vehicles exceptions can be made both rural and urban for any routes connecting to the systems where taller vehicles are allowed but not to exceed 16.5 feet.<br/><sup>'''3'''</sup> Clearance is measured from the top of rails (from top of high rail on superelevated track). The required 18-ft. opening centered on the track shall be increased on each side of centerline 1.5 inches per each degree of curvature for any track crossed.<br/><sup>'''4'''</sup> Fourteen feet is a preferred minimum. The absolute minimum is 9 ft. from the centerline plus 1.5 inches per each degree of any track curvature.<br/><sup>'''5'''</sup> The minimum clearance of 22 ft. to be provided on one side of the track(s) is for off-track maintenance. If it is not obvious on which side of the track(s) this clearance is provided, a decision should be obtained from railroad's local representative. Assistance from Multimodal Operations may be required in some situations.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Clearance over Traffic During Construction (New and Existing Structures)<br />
|-<br />
|'''Roadways:''' Consult with the structural project manager or the structural liaison engineer and the district contact for minimum allowable vertical and horizontal clearance. Vertically this is usually 12 to 18 inches below the final minimum vertical clearance. Horizontally this is usually a minimum number of lanes or minimum size of opening required during the project while specifying the locality of the opening (e.g. centered on existing lanes, two 12-ft. lanes minimum in each direction, etc.).<br/>These clearances shall be specified on the Bridge Memorandum to be used in the note required on the final plans. For note see [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3. All Structures]].<br />
|-<br />
|'''Railroads:''' If feasible, 15 ft. horizontally from centerline of track and 21.5 ft. vertically from tops of tracks (from top of high rail on superelevated track). If either of these clearances is not feasible then obtain acceptable clearances from the railroad projects manager. For the detail required on the final plans showing minimum clearances during construction over railroads, see [[751.5 Structural Detailing Guidelines#751.5.2.1.2.7 Features Crossed|EPG 751.5.2.1.2.7 Features Crossed]].<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE"|Deficient Vertical Clearances on Interstates<br />
|-<br />
|Refer to [[131.1 Design Exception Process#131.1.7 Deficient Vertical Clearances on Interstates|EPG 131.1.7 Deficient Vertical Clearances on Interstates]] for information about coordinating minimum vertical clearance for grade separation structures with the Defense Department.<br />
|}<br />
<br />
====751.1.2.6.2 Stream Crossings====<br />
For vertical clearance on stream crossings, see [[748.3 Freeboard|EPG 748.3 Freeboard]].<br />
<br />
===751.1.2.7 Structure Type Selection===<br />
<br />
Both steel and prestressed concrete girders shall be considered on all structure type selections. As the required span length of the structure increases to bridge the obstruction, deeper girder sections will be required. As a general rule of thumb, span to superstructure depth ratios (S/D) will be on the order of 20 to 30 with the higher numbers being slender, flexible structures. <br />
<br />
Preliminary designers should consider these structure types as the span length increases with the top of the list providing the least amount of span capability. Economic consideration should be given to the selection of steel or concrete superstructures. Recent and relevant bid history for each structure type should be reviewed during the preliminary design phase. <br />
:* Concrete Box Culvert (single, double or triple cell)<br />
:* Prestressed or Reinforced Concrete Slab<br />
:* Adjacent Prestressed Concrete Box or Voided Slab Beams (with approval of Structural Project Manager)<br />
:* Shallow Depth Girder Sections: Wide Flange Steel Beams, Spread Prestressed Concrete Beams (Box or Voided Slab), Prestressed I-Girders (Type 2, 3, 4 or 6), or Prestressed NU-Girders (PSNU-35 or PSNU-43)<br />
:* Intermediate Depth Girder Sections: Plate Girder, Prestressed Bulb-Tee Girder (63.5” or 72.5") or Prestressed NU Girder (PSNU-53, 63, 70 or 78)<br />
:* Deep Girder Sections: Plate Girder (greater than 78” web depth)<br />
<br />
Voided slab beams are currently only produced by one manufacturer and therefore a long transport may need to be considered in the bridge memo estimate.<br />
<br />
Often site conditions warrant the use of shallower depth girder sections to maximize vertical clearance over roads or railroads or to maximize freeboard over streams. When contemplating these situations, the preliminary designer should work with the district highway designer to provide several structure depth options with corresponding roadway profile grade raises. It may be that a more expensive bridge structure results in an overall minimized project cost. High strength concrete or high-performance steel grades may allow the preliminary designer to span longer distances with shallower structures. These higher strength materials may also be used to eliminate girder lines as roadway width increases.<br />
<br />
On multi-span structures, it is generally more efficient to have a balanced span arrangement where the end spans are approximately 10 percent shorter than the intermediate spans. This type of arrangement balances the positive moment demand at the midspans with the negative moment demand at the intermediate bents and allows optimization of the structural cross section. For example, a span layout of (67’ - 76’ - 67’) is structurally more efficient than (70’-70’-70’).<br />
<br />
===751.1.2.8 Box Culverts===<br />
<br />
Most districts prefer a box culvert to a bridge because of the lower maintenance costs; however, if a stream crossing is on the borderline between a box culvert and a bridge, each option should be explored and presented to the district. The presentation to the district should include the cost estimate for each option as well as a recommendation as to which option is preferred by the Bridge Division. Multi-cell box culverts shall be avoided on streams with reported medium to heavy drift because the interior wall creates a snag point and drift will have difficulty passing through the box culvert resulting in clogging and likely undermining of the culvert. Single-cell box culverts may be used if the opening is sized to allow drift to pass. If the stream being crossed is a drainage ditch it is advisable to have the district contact the drainage district to see if they have any specific objections (i.e. drift etc.) to using a culvert at the proposed location. Approval of proposed structure layout by the drainage district may be required, see [[:Category:747 Bridge Reports and Layouts#747.3.4 Bridge Permits or Approvals by Other Agencies|EPG 747.3.4 Bridge Permits or Approvals by Other Agencies]].<br />
<br />
====751.1.2.8.1 Hydraulic Design====<br />
A general rule of thumb for the use of a culvert is that it can handle about 1,000 cfs per cell with 3 cells being the usual maximum. This can vary if the slope of the streambed is unusually flat or steep. Another rule of thumb is that the water from a drainage area of less than 5 square miles can usually be handled by a concrete box culvert. Curves or bends should be avoided when possible. See [[750.2 Culverts#750.2.3.2.2 Head Loss Due to Bends|EPG 750.2.3.2.2 Head Loss Due to Bends]] when curves or bends will be used.<br />
<br />
For details of hydraulic design, see [[750.2 Culverts|EPG 750.2 Culverts]].<br />
<br />
Hydraulic designs and plans for some small box culverts are handled by the district. See [[750.7 Non-Hydraulic Considerations#750.7.4.3 Summary of Responsibilities|EPG 750.7.4.3 Summary of Responsibilities]] for responsibility for analysis, design and final plans preparation.<br />
<br />
====751.1.2.8.2 Environmental Requirements====<br />
<br />
See [[750.7 Non-Hydraulic Considerations#750.7.3 Environmental Requirements|EPG 750.7.3 Environmental Requirements]] for details of embedment, velocity and conveyance requirements.<br />
<br />
====751.1.2.8.3 Layout====<br />
<br />
=====751.1.2.8.3.1 Size=====<br />
When sizing the proposed concrete box culvert, use Standard Box Culvert Sizes whenever possible. For information on standard box culverts sizes, see [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans]]. For additional information on culvert size, see [[750.7 Non-Hydraulic Considerations#750.7.4.4 Size|EPG 750.7.4.4 Size]].<br />
<br />
=====751.1.2.8.3.2 Length=====<br />
<br />
The inside face of the headwall is located at the intersection of the roadway fill slope and the top of the top slab of culvert. Typically, the longest barrel is produced considering this intersection point upgrade. Flared inlets, varying roadway widths, clear zones and guardrail placement are possible exceptions to this rule. <br />
<br />
When [[231.2 Clear Zones|clear zones]] are provided, locate the inside face of the headwalls of the culvert at or beyond the edge of the roadway clear zone. In situations of very low fill, contact the district to determine if the use of guardrail is preferred to placing the headwalls beyond the edge of the clear zone. When clear zones are not provided the district will determine the need for guardrail on a case by case basis. Typically when guardrail is to be used over a culvert the typical section will show a 3’-5” shoulder widening as shown in [https://www.modot.org/media/16856 Standard Plan 606.00]. Consult the district if it is unclear whether adequate clear zones are provided or if guardrail is to be used over a box culvert. If the fill over the culvert is shallow, [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|guardrail attachment]] may need to be provided. It may be advisable to lengthen culverts with shallow fill slightly to provide room for future guardrail attachments if guardrail over the box culvert is not provided.<br />
<br />
=====751.1.2.8.3.3 Roadway Fill=====<br />
Minimum roadway fill height is determined at the outside shoulder line and is the greater of 1 ft. or the thickness of the pavement and base material specified in [[750.7 Non-Hydraulic Considerations#750.7.11.1 Minimum Fill Heights|EPG 750.7.11.1 Minimum Fill Heights]]. Pavement and shoulder widths and thicknesses are determined on a project by project basis. Pavement and shoulder details (i.e., width, thickness, alternate pavement options) can be obtained from the district if needed, but based on maximum pavement thicknesses and minimum shoulder widths, fill heights at the outside of the shoulder of 20 ½” or greater on major routes or 14 ½” or greater on minor routes will not require pavement or shoulder details. For more information on pavement and shoulder widths and thicknesses see [[Other Aspects of Pavement Design|Other Aspects of Pavement Design]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements of Roadways]]. <br />
<br />
Roadway fill outside of the shoulders shall be warped (in the past this was referred to as the fill being “rolled up and over”) to provide a minimum of 12 in. of cover where the top of the culvert could be exposed. A standard note should be shown on the [https://epg.modot.org/index.php?title=751.1_Preliminary_Design#751.1.2.17_Bridge_Memorandums Bridge Memorandums] (Memos) regarding warping the roadway fill. [[media:751.1.2.8.3.3.pdf|Cases where this could occur]] are: <br />
<br />
:1. Culvert ends with shallow fill and headwalls located outside of the clear zone. <br />
:2. Median of a divided highway with shallow fill. <br />
:3. Flared Inlets <br />
:4. Auxiliary lane or outer road with skews different than that of the mainline <br />
:5. Steep grade with a wide or skewed culvert.<br />
<br />
For additional information of roadway fill, see [[750.7 Non-Hydraulic Considerations#750.7.11 Overfill Heights|EPG 750.7.11 Overfill Heights]].<br />
<br />
=====751.1.2.8.3.4 Fill Settlement=====<br />
Check the Preliminary Geotechnical Report for recommendations concerning [[750.7 Non-Hydraulic Considerations#750.7.8 Fill Settlements|fill settlements]] and the use of [[751.8 LRFD Concrete Box Culverts#Collar Beams|collar beams]] on longer box culverts. Cambering of the culvert should also be considered when fill settlements are appreciable. For more information, see [[750.7 Non-Hydraulic Considerations#750.7.9 Camber in Culverts|EPG 750.7.9 Camber in Culverts]].<br />
<br />
====751.1.2.8.4 Precast Box Culvert Sections====<br />
If the use of precast box culvert sections will not be allowed to be substituted for cast-in-place construction or if precasting is required it should be noted on the bridge memorandum and on the bridge plans. <br />
<br />
Precast option for box culvert extensions will be permitted using a cast-in-place connection where the centerline of new cells is not laterally displaced more than 15° (maximum) from the centerline of existing cells for each cell extension. <br />
<br />
====751.1.2.8.5 Abrasion====<br />
If a culvert requires design for abrasion it should be noted on the bridge memorandum. For more information see [[750.7 Non-Hydraulic Considerations#750.7.4.2 Abrasion of Interior Surfaces|EPG 750.7.4.2 Abrasion of Interior Surfaces]].<br />
<br />
===751.1.2.9 Girder Type Selection===<br />
<br />
Once it has been determined that the structure will have girders, the types of girders to be used must be identified. To check the vertical clearance or freeboard, the maximum span length of each type of girder must be known. See [[751.22_P/S_Concrete_I_Girders#751.22.1.3_Typical_Span_Ranges|EPG 751.22 P/S Concrete I Girders]] or [[751.14_Steel_Superstructure#751.14.1.2_Girder_Limits_and_Preferences|EPG 751.14 Steel Superstructure]]. Adjustments will need to be made if the span ratios become greater than 1.25.<br />
<br />
If it is determined that the roadway profile grade will need to be raised (or lowered) to provide additional vertical clearance or freeboard, the preliminary designer should notify the district contact as soon as possible. It is best to provide the district with several options of varying profile grade elevation increase with varying structural depth. Larger grade elevation increases typically result in longer bridges as spill slopes dictate bridge length. The preliminary designer and district contact should work together to minimize the overall project cost even if the bridge cost is slightly more expensive. Consider the various structure types listed in [[#751.1.2.7 Structural Type Selection|EPG 751.1.2.7 Structural Type Selection]] when selecting the girder type. Also consider that adding girder lines or using higher strength material (concrete or steel) may allow longer or shallower spans for a given girder cross section. As a last resort, request a [https://epg.modot.org/index.php/131.1_Design_Exception_Process design exception] for the substandard item.<br />
<br />
====751.1.2.9.1 Concrete Girder Options====<br />
Prestressed girder selection should use the following order for trial sizing and spanning: <br />
:Prestressed or reinforced concrete slab beams<br />
:Prestressed Concrete Box Beams<br />
:MoDOT Standard Prestressed Girders Type 2, 3, 4 and 6<br />
:NU Standard Prestressed Girders Type 35, 43, 53, 63, 70 and 78<br />
:MoDOT Bulb-Tees Type 7 and 8<br />
<br />
For span lengths longer than 125 feet for prestressed concrete, the girders become very heavy and are difficult to transport to the site and often require two or more large cranes to place on the supports. The preliminary designer should discuss this with the district, and have it documented on the Constructability Questionnaire noted in [[#751.1.2.18.3 Supporting Documents|EPG 751.1.2.18.3 Supporting Documents]].<br />
<br />
====751.1.2.9.2 Steel Girder Options====<br />
When considering steel structures, the preliminary designer must decide if the girders should be painted or fabricated from weathering steel. If site-specific conditions allow, the use of unpainted weathering steel (ASTM A709 Grades 50W and HPS70W) should be considered and is MoDOT’s preferred system for routine steel I-girder type bridges due to its performance, economic and environmental benefits. Cost savings are realized because of the elimination of the initial paint system as well as the need for periodic renewal of the paint system over the life of the structure. <br />
<br />
Weathering steels provide significant environmental and worker safety benefits as well. Since they do not require initial and periodic repainting of the whole bridge, emissions of volatile organic compounds (VOC) are reduced. Also, they generally do not require coating removal or disposal of contaminated blast debris over the service life of the structure. By eliminating the need for periodic repainting, the closing of traffic lanes can be prevented as well as the associated hazards to painters, maintenance workers, and the travelling public.<br />
<br />
Partial coating of weathering steel is required near expansion joints. See [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]]. Periodic recoating or overcoating will be required, however, on a much smaller scale than the whole bridge with the effect that lane closures and associated hazards are greatly reduced compared to painted steel. <br />
<br />
Although weathering steel is MoDOT’s preferred system for routine I-girder bridges with proper detailing, it should not be used for box girders, trusses or other structure types where details may tend to trap moisture or debris. There are also some situations where the use of weathering steel may not be advisable due to unique environmental circumstances of the site. Generally, these types of structures would receive high deposits of salt along with humidity, or long-term wet conditions and individually each circumstance could be considered critical.<br />
<br />
The FHWA Technical Advisory T5140.22 October 1989 should be used as guidance when determining the acceptability of weathering steel. Due to the large amounts of deicing salts used on our highways which ultimately causes salt spray on bridge girders, the flowchart below should be used as guidance for grade separations. The flowchart, Fig. 751.1.2.9, below, is general guidance but is not all inclusive. There may be cases based on the circumstances of the bridge site where the use of weathering steel is acceptable even though the flowchart may indicate otherwise. In these cases, follow MoDOT’s [[131.1 Design Exception Process|design exception process]].<br />
<br />
[[image:751.1.2.7 weathering steel Nov 2010.jpg|center|650px|thumb|<center>'''Fig. 751.1.2.9 Guidance on the Use of Weathering Steel for Grade Separations'''</center><br />
'''*''' For multi-lane divided or undivided highways, consider the AADT and AADTT in one direction only.]]<br />
<div id="Weathering steel may be used"></div><br />
Weathering steel may be used for stream crossings where 1) the base flood elevation is lower than the bottom of girder elevation and 2) the difference between the ordinary high water and bottom of girder elevations is greater than 10 ft. for stagnant and 8 ft. for moving bodies of water. Where the difference in elevations is less than noted, weathering steel may be used upon approval of the Assistant State Bridge Engineer.<br />
<br />
Additional documents that can be referenced to aid in identifying the site-specific locations and details that should be avoided when the use of weathering steel is being considered include:<br />
<br />
:1. Transportation Research Board. (1989). ''Guidelines for the use of Weathering Steel in Bridges'', (NCHRP Report 314). Washington, DC: Albrecht, et al.<br />
<br />
:2. American Iron and Steel Institute. (1995). ''Performance of Weathering Steel in Highway Bridges, Third Phase Report''. Nickerson, R.L.<br />
<br />
:3. American Institute of Steel Construction. (2022). Uncoated Weathering Steel Reference Guide. NSBA<br />
<br />
:4. MoDOT. (1996). ''Missouri Highway and Transportation Department Task Force Report on Weathering Steel for Bridges''. Jefferson City, MO: Porter, P., et al. <br />
<br />
The final brown rust appearance could be an aesthetic concern. When determining the use of weathering steel, aesthetics and other concerns should be discussed by the Core Team members, with input from [https://modotgov.sharepoint.com/sites/br Bridge Division] and [https://modotgov.sharepoint.com/sites/mt Maintenance Division].<br />
<br />
If weathering steel cannot be used, the girders should be painted gray (Federal Standard #26373). If the district doesn’t want gray, they can choose brown (Federal Standard #30045). If the district or the local municipality wants a color other than gray or brown, they must meet the requirements of [[1045.5_Policy_on_Color_of_Structural_Steel_Paint|EPG 1045.5 Policy on Color of Structural Steel Paint]]. See [[751.6_General_Quantities#751.6.2.11_Structural_Steel_Protective_Coatings_.28Non-weathering Steel.29|EPG 751.6.2.11]], [[751.6 General Quantities#751.6.2.12 Structural Steel Protective Coatings (Weathering Steel)|EPG 751.6.2.12]] and [[751.14 Steel Superstructure#751.14.5.8 Protective Coating Requirements|EPG 751.14.5.8]] for further guidance on paint systems.<br />
<br />
===751.1.2.10 Longer Bridges===<br />
<br />
For bridges that are longer than normal (more than 6 spans being a general rule of thumb), other items must be considered. If the feature you are crossing allows flexibility in bent placement, the most cost-efficient span length is one that will result in the cost of one span's superstructure being equal to the cost of one bent. For example, calculate the cost of one intermediate bent, and then adjust the length of the span until the cost of the girders, slab and curb equal the cost of the bent. The use of higher strength concrete in Prestressed I-Girders or high performance steel in plate girders can allow spans to be increased approximately 20% as a means to eliminate intermediate bents.<br />
<br />
Another item to consider is the placement of expansion devices. Be sure to include the costs of the expansion devices and deadman anchors (if applicable) in your Preliminary Cost Estimate.<br />
<br />
===751.1.2.11 Staged Construction===<br />
<br />
If the new structure being laid out replaces an existing structure on the same alignment, the default method of handling traffic during construction is to close the road and detour traffic. The new substructure should be spaced to avoid the existing substructure units if at all possible.<br />
<br />
If the district determines the road cannot be closed, the options for handling traffic include staged construction or using a temporary bypass. If a temporary bypass is used, determine whether the district can size some drainage-diversion pipes for the bypass. If the district decides pipes cannot be used, then a temporary bridge is necessary, and a separate Bridge Survey/Memo/Bridge No. is required.<br />
<br />
If the district decides to use staged construction, one important item to verify in this situation is that the new girders will clear the existing substructure. Another item to consider in setting up the staging is the placement and attachment requirements of the temporary concrete traffic barrier relative to the bridge deck and meeting horizontal distance requirements from the edge of the deck, which determines whether the temporary concrete traffic barrier is attached to the deck and how it is attached.<br />
:* For staged bridge construction with MSE walls at the abutments, consider specifying location of temporary MSE walls on the plan details. The interior angle between MSE walls and temporary MSE walls should be greater than 70°. However, if unavoidable, then interior angle shall be absolute minimum 65°. Temporary MSE wall option for staged bridge construction shall not be used when bridge skew is greater than 25°. <br />
<br />
Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. For design requirements of MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|720 Mechanically Stabilized Earth Wall Systems]].<br />
<br />
===751.1.2.12 Temporary Barriers===<br />
<br />
Bridge Plans must note whether temporary concrete traffic barrier is attached or freestanding, and if attached, whether they are attached with tie-down straps or bolt through deck attachment. Coordination is required with district Design. See [[617.1 Temporary Traffic Barriers|EPG 617.1 Temporary Traffic Barriers]] for more guidance. <br />
<br />
:a. Where sufficient distance is available to accommodate lateral deflection of barriers: No attachment is required. Note on plans as “Freestanding” or “No attachment required”. <br />
<br />
:b. Where sufficient distance is not available to accommodate lateral deflection of barriers: Tie-down strap system is required. (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design to provide a minimum of four connected temporary concrete traffic barrier sections on approach slab roadway.<br />
<br />
:c. Where lateral deflection cannot be tolerated: Bolt through deck system is required. (To be used only on existing decks that will be removed and that have sufficient strength.) (Refer to [https://www.modot.org/media/16894 Standard Plan 617.20].) Coordinate with district Design division for required transition barrier attachments that may be used on any deck, existing or new, where lateral deflection is not permitted with approval of the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
[[Image:751.1.2.12 Freestanding.jpg|center|640px]]<br />
<center>'''Freestanding Temporary Barrier'''</center><br />
<br />
<br />
For all other applications of a freestanding temporary concrete traffic barrier, the preferred installation method requires a 2 ft. buffer area behind the barrier to allow for lateral deflection in both work areas and lane separation situations. <br />
<br />
Regardless of deflection distance (buffer area) available, if the bridge deck is super elevated or has a large roadway slope, a freestanding temporary concrete traffic barrier should not be used because the barrier has the potential for movement (“walking”) due to gravity forces and vibrations acting on the barrier. <br />
<br />
When a temporary concrete traffic barrier is adequately attached to a bridge deck (refer to Standard Plan 617.20) a minimum distance of 6 in. shall be provided from the edge of the bridge deck to the face of the barrier.<br />
<br />
<br />
[[Image:751.1 Prelim Design Attached Temp Barrier.jpg|center|640px]]<br />
<center>'''Attached Temporary Barrier'''</center><br />
<br />
===751.1.2.13 Seismic (Earthquake) Design Category A, B, C and D Considerations===<br />
<br />
See [[:751.9_Bridge_Seismic_Design|EPG 751.9 Bridge Seismic Design]] for seismic design and detail requirements in accordance with SGS, and LRFD. Utilize provided flow charts.<br />
<br />
All new or replacement bridge/wall designs, either nonseismic (meaning a regular static design) or seismic design or detail, must meet Seismic Design Category (SDC) A requirements in accordance with SGS (Seismic Zone 1 of LRFD). Additionally, where applicable bridge seismic designs/details/analysis must meet requirements of the Seismic Design Category B, C, or D in accordance with [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart].<br />
<br />
For laying out new or replacement bridges in SDC A, B, C or D (per SGS), the following is important.<br />
:* Box culverts are preferable to bridges on stream crossings because they are exempt from seismic design unless crossing a known exposed fault. <br />
:* Pile cap intermediate bents and drilled shafts are preferable to open column bents on footings because footings can grow quite large due to seismic forces.<br />
:* Minimize the number of expansion joints in the deck because each of these locations may require earthquake restrainers which are very costly. <br />
:* Make the superstructure as light as possible, which usually means use steel plate girders or wide flanges instead of prestressed concrete girders where possible. <br />
<br />
The new or replacement bridge design schedule for a complete seismic analysis requires 24 months minimum and bridge design schedule for seismic details and/or abutment seismic design requires 13 months minimum. Additional 2 - 3 months is required for review and letting process before the schedule letting. See [[751.1_Preliminary_Design#751.1.1.5_New_Regular_Bridge_Design_Schedule_.28Nonseismic.29_.28Nonrailway_Crossing.29|EPG 751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)]].<br />
<br />
===751.1.2.14 Temporary Bridges===<br />
<br />
If the district will be using a bypass on stream crossings, a temporary bridge may be necessary. The district should first consider using large drainage-diversion pipes to carry the water under the bypass, if the district determines this is not practical, they should submit a Bridge Survey for a temporary bridge on the bypass. Check with the Structural Project Manager for hydraulic design frequency.<br />
<br />
Once the number of 40’ spans has been determined, the district should be contacted so they can locate the pieces necessary for the construction of the bridge. Make sure the pieces the district intends to use have the “new” beam caps that take 14” H-pile. The district should provide you with the location of where the pieces are coming from and where they should be taken by the contractor at the end of the project. If the district is unable to find the pieces, then they will need to be contractor furnished. This has a big impact on costs. See [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|Preliminary Cost Estimate]].<br />
<br />
===751.1.2.15 Bridges Over Railroads===<br />
<br />
Consult the AREMA (American Railway Engineering and Maintenance-of-Way Association) Manual for Railway Engineering located in the Bridge Division’s Development Section for more detailed information. Here are some basic points to keep in mind: <br />
<br />
* Railroads often raise their tracks so provide some cushion in your vertical clearance. <br />
* Absolute minimum horizontal clearance shall be 9 feet on each side of track centerline plus 1 1/2 inches per each degree of track curvature. (railroad projects manager of the Multimodal Operations Division will obtain the degree of curvature from the railroad)<br />
* Will the railroad want room for an extra track or maintenance roadway? <br />
* Keep the ballast free drained. <br />
* Drainage needs to be designed for 100-year storm. <br />
* Slope protection shall consist of Type 2, 18-inch thick rock blanket placed on top of permanent erosion control geotextile. Some railroads may require changes to this; however, this will be determined on a case-by-case basis. <br />
* Some railroads also now require the barrier and slab overhangs to be designed to accommodate fences that may be added in the future. <br />
<br />
If the face of the columns of an intermediate bent is within 25 ft. of the centerline of the railroad track, a collision wall is required. If the face of the columns of an intermediate bent is within 12 ft. of the centerline the top of the collision wall shall be set at 12 ft. above top of rail otherwise the top of the collision wall shall be set at 6 ft. above top of rail. <br />
<br />
The railroad projects manager in the Multimodal Operations Division is a very good resource for answering questions at any stage of the layout. It typically takes a very long time to receive approval of a layout from the railroad. The railroad must approve both the preliminary design and the final plans.<br />
<br />
When making a [[Media:Layout to Railroad.doc|submittal to the railroad project manager]] for approval of the preliminary design, include three sets of half-sized plat and profile sheets, as well as a copy of the Design Layout.<br />
<br />
The new bridge design schedule for a railway crossing bridge requires 24 months minimum. See [[#751.1.1.5 New Regular Bridge Design Schedule (Nonseismic) (Nonrailway Crossing)|EPG 751.1.1.5 New Regular Bridge Design Schedule]].<br />
<br />
===751.1.2.16 Historical Bridge Considerations===<br />
<br />
You also need to check with the Historical Bridge Coordinator in the Design Division when replacing a bridge. There is not a magic age for a bridge for it to become "historical". Age does not matter. All "Bridge Resources" that will be impacted by MoDOT need to be cleared through the Department of Natural Resources (DNR) Historic Preservation Program (HPP) before they can be replaced, demolished, extensively rehabilitated or deeded to a new owner (county, city, etc.). The following is a definition of "Bridge Resources":<br />
<br />
:"Bridge Resources are both public and privately owned highway, railroad and pedestrian bridges, viaducts and culverts. This does not include metal and plastic pipes, unless they are encased in an older concrete, stone or brick structure."<br />
<br />
The following is the information on this topic supplied to the district (FYI):<br />
<br />
:"Bridge Resources on any given job or [[:Category:126 Location Study and Alternatives Analysis|location study]] need to be checked out and cleared just like historic buildings (architecture) and archaeological sites. Standard size color photographs can be submitted to the Historic Bridge Coordinator directly and/or attached to the Request for Environmental Assessment (RES) or Questionnaire to Determine Need for Cultural Resources Assessment. The Historic Bridge Coordinator will then determine and execute procedures for clearance, if required."<br />
<br />
Bridges that are older than 50 years stand a better chance of being evaluated as eligible for the National Register of Historic Places (NRHP) in Clayton Fraser's 1996 draft Missouri Historic Bridge Inventory. This is a study that was undertaken under STURAA (Surface Transportation and Uniform Relocation Assistance Act of 1987) in order to inventory all potentially NRHP eligible historic bridges in the state. Any of these that are determined NRHP eligible by the HPP will require special mitigation (or avoidance) if they are to be affected by project activities. For this reason, it is important that all bridge resources be identified early in the process.<br />
<br />
Usually, bridge resources do not stand in the way of right of way acquisition (A-dates) because they are generally located on roadways that the state already owns; however, there are cases in which bridge resources are privately owned and located on private property. In these rare cases, bridge resources would need to be checked out prior to our right of way acquisition approval.<br />
<br />
===751.1.2.17 Preliminary Cost Estimate===<br />
'''Box Culverts –''' A new or replaced box culvert is exempt from seismic design unless crossing a known exposed fault. Submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx “Request for soil properties Form A”] to Geotech Section and design as a SDC A. If box culvert is crossing a known exposed fault then discuss with Structural Project Manager (SPM) for alternate option.<br />
<br />
'''Bridges and Retaining Walls –''' For a new or replaced retaining wall or bridge, review [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Planning_Flowchart.pdf Bridge Seismic Planning Flowchart], [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart], [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map] (or see EPG [[751.9_Bridge_Seismic_Design#fig751.9.1|Figure 751.9.1 Preliminary Seismic Design Map]] and [https://www.modot.org/media/47036 SEG 24-01] and following information.<br />
:* Seismic design of overpass should be considered when overpass bridge collapse would greatly impede emergency traffic for the main route. (i.e., No access ramps on a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or a 1st or 2nd priority earthquake emergency route]). <br />
:* For preliminary planning and cost estimate use the SDC values shown on [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]. SDC boundaries are shown for soil site class D.<br />
:* Site class verification is not required for bridges located in regions SDC A1 or A2, so the preliminary SDC shall be used for plans reporting. <br />
:* In the normal design schedule, the Geotechnical section will determine the site class and an accurate SDC, S<sub>D1</sub>, A<sub>s</sub> for bridges located in the regions encompassed by SDC B, C and D on the [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]. Typically, the SDC will remain the same as shown on the map or get dropped to a lower SDC (e.g., D to C, C to B, B to A2). <br />
:* If a bridge gets downgraded to SDC A2 after Geotech analysis and carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route], the bridge shall receive seismic details similar to SDC B. If a bridge gets downgraded to SDC A2 after Geotech analysis and does not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority route], it will not require seismic details. If a bridge gets downgraded to SDC A1 after Geotech analysis, it will not require seismic details. Typically, downgrades may result in a reduced project schedule and/or a reduced cost estimate for the bridge. <br />
:* Geotechnical section will perform a liquefaction assessment for bridges with a final SDC of C or D and carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route].<br />
<br />
Seismic design category (SDC) is divided in SDC A (S<sub>D1</sub> < 0.15), SDC B (0.15 ≤ S<sub>D1</sub> < 0.30), SDC C (0.30 ≤ S<sub>D1</sub> < 0.50) and SDC D (S<sub>D1</sub> ≥ 0.50). SDC A is subdivided into SDC A1 (S<sub>D1</sub> < 0.10) and SDC A2 (0.10 ≤ S<sub>D1</sub> < 0.15). Submit “Soil properties Form A” to Geotech Section for SDC A1 and SDC A2 area bridges, retaining walls and box culverts. Submit “Soil properties Form A” and “Soil properties Form B” to Geotech Section for SDC B, C and D area bridges and retaining walls. For soil properties form, see [[751.1_Preliminary_Design#751.1.2.19_Soundings_.28Borings.29|EPG 751.1.2.19 Soundings (Borings)]].<br />
<br />
The Preliminary Cost Estimate should be neat, legible and dated since a copy of it is included with the Bridge Memo. It should also be rounded to the nearest thousand dollars. <br />
<br />
The accepted method of calculating the Preliminary Cost Estimate is to calculate some approximate quantities for the bridge and then multiply them by the unit prices supplied by the Bridge Division Preliminary and Review Section. A spreadsheet should be used to calculate these quantities. To estimate the pounds of reinforcing steel in a structure, multiply the number of cubic yards of concrete in the structure by 125 for bridges. See table below for Box Culverts.<br />
<br />
<center><br />
{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
!colspan="2" style="background:#BEBEBE" width="400"|Table 751.1.2.17,<br/>Box Culvert Reinforcing Steel (lbs.) Estimate<br />
|-<br />
!style="background:#BEBEBE"|Design Fill (ft.)!!style="background:#BEBEBE"|Concrete (lbs/cy) Multiplier<br />
|-<br />
|2.00||225<br />
|-<br />
|6.00||168<br />
|-<br />
|10.00||116<br />
|-<br />
|25.00||96<br />
|-<br />
|32.00||84<br />
|}<br />
</center><br />
<br />
The Preliminary Cost Estimate should be increased for the following items: Cost Estimate Guide for rural preliminary design (do not compound all increases using your judgment).<br />
<br />
{| class="wikitable" <br />
|- <br />
| style="width:300px; text-align: center; background-color:lightgray;" | '''Bridge in SDC boundaries on</br>[https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf preliminary seismic design map]''' <br />
| style="width:125px; text-align: center; background-color:lightgray;" | '''% Cost Increase'''<br />
| style="text-align: center; background-color:lightgray;" | '''Comments for final SDC'''<br />
|-<br />
| SDC A1 </br> SDC A2 (nonseismic) </br> SDC A2 (seismic details)<br />
| style="text-align: center;" | 0 </br> 0 </br> 10<br />
| No cost increase for SDC A1 area bridges and most of the bridges in SDC A2 area. </br> If a bridge carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1<sup>st</sup> or 2<sup>nd</sup> priority earthquake emergency route] and located in SDC A2 area, it will receive seismic details similar to SDC B (i.e. 10% increase).<br />
|-<br />
| SDC B (single span, seismic details) </br> SDC B (single span, abutment seismic design) </br> SDC B (multi-span)<br />
| style="text-align: center;" | 0 </br> 5 </br> 10<br />
| Cost increase is for seismic details in accordance with the 2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design. If bridge receives a final SDC B and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02]. (i.e. 0 to 5% increase for single span bridges). If a bridge gets downgraded to SDC A2 and does not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1st or 2nd priority route], it will not require seismic details. If a bridge gets downgraded to SDC A1 after Geotech analysis, it will not require seismic details (i.e. no cost increase). <br />
|-<br />
|SDC C (single span, seismic details) </br> SDC C (single span, abutment seismic design) </br> SDC C (multi-span, seismic details) </br> SDC C (multi-span, complete seismic analysis)<br />
| style="text-align: center;" | 0 </br> 5 </br> 10 </br> 25<br />
| 25% cost increase is for complete seismic analysis. All bridges receiving a final SDC C and not carrying a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] will only receive seismic details (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC B, it will only receive seismic details and abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 10% increase).If single span bridge receives a final SDC C and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 0 to 5% increase). <br />
|-<br />
| SDC D (single span, seismic details) </br> SDC D (single span, abutment seismic design) </br> SDC D (multi-span, seismic details) </br> SDC D (multi-span, complete seismic analysis)<br />
| style="text-align: center;" | 0 </br> 10 </br> 10 </br> 40<br />
| 40 % cost increase is for complete seismic analysis. All bridges receiving a final SDC D after Geotech analysis and do not carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] will only receive seismic details (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC B, it will only receive seismic details and abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 10% increase). If a bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route], gets downgraded to SDC C, it will receive a complete seismic analysis (i.e. 25% increase). If single span bridge receives a final SDC C or D and carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major route or 1st or 2nd priority earthquake emergency route] then abutments will be designed for mass inertial forces per [https://www.modot.org/media/47034 SEG 24-02] (i.e. 5 to 10% increase). <br />
|}<br />
<br />
:::{|border="0" <br />
| <u>Item</u> || <u>% Cost increase</u><br />
|-<br />
| width="200" | Staged Construction (SDC A) ||align="center" | 10<br />
|-<br />
| Horizontally Curved (SDC A) || align="center" | 5<br />
|-<br />
| Tight Site/Limited Access || align="center" | 3<br />
|}<br />
<br />
The following are guidelines for estimating the cost of the removal of existing bridges:<br />
<br />
:::{|border="0"<br />
| <u>Type of Bridge Removal</u> || <u>Cost per Square Foot</u><br />
|-<br />
| Simple Structures Over Streams || align="center" | **<br />
|-<br />
| Girder Structures Over Roads || align="center" | **<br />
|-<br />
| Conc. Slab Structures Over Interstates || align="center" | **<br />
|-<br />
| &nbsp; &nbsp; (Quick opening of lanes to traffic)<br />
|}<br />
<math>**</math> Consult Bid Tabs for an analysis of the latest bridge removal costs. Bridge Division staff may consult the Pay Item Spreadsheet maintained by the Structural Review Engineer or see [[751.6_General_Quantities#751.6.1_Index_of_Quantities|EPG 751.6.1 Index of Quantities]].<br />
<br />
===751.1.2.18 Bridge Memorandums===<br />
<br />
Bridge Memorandums are generated for new and rehabilitated bridge structures including retaining walls. Formal correspondence will not be required for special structural work or miscellaneous structures like high mast tower lighting (HMTL) or small retaining walls equal to or shorter than 5 feet; however, documentation such as a Bridge Memorandum may be a good idea in order to effectively communicate the understanding and agreement to the level of design work proposed and associated construction costs with districts.<br />
<br />
====751.1.2.18.1 Purpose====<br />
The Bridge Memorandum is the instrument which coordinates bridge plan and roadway plan preparation. It is sent to the district to inform them where we plan to put the bridge, what kind of structure it will be, what the Preliminary Cost Estimate is and any other pertinent information. More information is required on more complicated structures. If you are not sure if the district needs to have a certain piece of information concerning the structure, include it on the Bridge Memorandum to be safe. Too much information is better than too little. <br />
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An electronic copy of the bridge memorandum and supporting documents are sent to the district for review and signature. If, during the design process, revision to the bridge memorandum by either the district or the Bridge Division becomes necessary, all parties to the memorandum are to be notified immediately. The proposed revisions must be agreed to by all parties that signed the original bridge memorandum. <br />
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The Bridge Memorandum also serves as a design layout for structures where the latter is not required, see [[#751.1.2.31 Finishing Up Design Layout|EPG 751.1.2.31 Finishing Up Design Layout]].<br />
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====751.1.2.18.2 Content====<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%;background:#f5f5f5" width="310px" align="right" <br />
|-style="background:#f5f5f5" <br />
|align-"center"|'''Bridge Memorandum Examples '''<br />
|-<br />
|[[media:751.1.2.18.2 Highway Grade Separation.docx|Highway Grade Separation<br/>(Minor Route over Major Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Railroad Grade Separation 2021.pdf|Railroad Grade Separation<br/>(Minor Route & Priority EQ Route)]] <br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Bridge 2021.pdf|Stream Crossing (Bridge)<br/>(Low Volume Route)]]<br />
|-<br />
|[[media:751.1.2.19.2 Stream Crossing Culvert.pdf|Stream Crossing (Culvert)<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation 2021.pdf|Bridge Rehabilitation<br/>(Minor Route)]]<br />
|-<br />
|[[media:751.1.2.18.2 Bridge Rehabilitation.pdf|Bridge Rehabilitation<br/>(Major Route and Major Bridge)]]<br />
|-<br />
|[[media:751.1.2.19.2 Retaining Wall.pdf|Retaining Wall]]<br />
|}<br />
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Sample listing of what to include on the Bridge Memorandum: <br />
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1. Identify the following classifications if applicable: (''[https://epg.modot.org/forms/general_files/BR/751-1-2-18-2_Design_Implications.docx Design Implications]'')<br />
::• All routes involved shall be classified as either:<br />
:::o ([https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major]), as shown in link.<br />
:::o (minor), not a major route and ADT ≥ 400.<br />
:::o (low volume), not a major route and ADT < 400.<br />
::• Major bridges with a total length ≥ 1000 feet shall be classified by specifying “(major)” behind the specified bridge number.<br />
::• [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf Priority 1 or 2 earthquake emergency routes] shall be classified by specifying “(priority <u>1</u> <u>2</u> EQ)” behind the route classification.<br />
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2. Identify type of structure, span lengths, skew, loading, roadway width, wing lengths and special end fill considerations. For curved structures, specify how the design span lengths are to be measured i.e., “measured along the CL of Roadway”. If plate girder or wide flange beam, further identify them as either weathering or painted steel.<br />
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3. Indicate all pertinent profile grade, alignment and superelevation transition information.<br />
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4. Identify the fill exception stations or ends of the bridge. The district uses this to coordinate the bridge with their roadway design features such as guardrail. For PSI-Girder bridges, take into account the [[751.22_P/S_Concrete_I_Girders#psi layout length|layout length]] when calculating these stations.<br />
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5. Identify slopes at end bents.<br />
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6. Indicate elevation of any berms to be constructed at the end bents.<br />
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7. If applicable, call for old roadway fill to be removed to natural ground line.<br />
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8. For box culverts, indicate the location of the headwalls and the type of wings to be provided (flared or straight). Also include the upper and lower flow line elevations along the CL of the box.<br />
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9. Identify any bridge related items that the district will need to address in their plans or special provisions as a “Roadway Item”.<br />
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10. Include the cost estimate for construction (Preliminary Cost Estimate). <br />
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11. Include the method of traffic handling while construction is underway. Attach sketches for staged construction when appropriate.<br />
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12. For stream crossings, show all pertinent hydrologic data used for the layout of the structure. See [[751.5 Structural Detailing Guidelines#751.5.2.1.5.3 Hydraulic Data|EPG 751.5.2.1.5.3 Hydraulic Data]] for Hydraulic Data tables.<br />
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13. For roadway and railroad grade separations, include all minimum vertical and horizontal clearances (final and construction) and include the opening (horizontal limits) of the minimum vertical clearance. The minimum horizontal clearance shall be specified from the edge of the traveled way(s). <br />
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14. Quite often, the district will add items to a bridge late in the final design process because they “didn’t think of them” earlier. This often causes extra work due to the necessary redesigns. Include a statement similar to the following to reduce this occurrence: <br />
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:*"No conduit, lighting, utility supports or sidewalks are to be included in the final plans for this bridge." <br />
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:*If the district has already indicated that they want special items attached to the bridge, include the specifics on the Bridge Memorandum and modify the above note.<br />
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15. The design year AADT (annual average daily traffic) and AADTT (annual average daily truck traffic). Request this from the district if it is not shown on the plat sheet. On grade separations, get the AADT and AADTT for both roads.<br />
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16. For box culverts, always include the following notes:<br />
:*Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
:*If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item) (See [[#751.1.2.8.3.3 Roadway Fill|EPG 751.1.2.8.3.3, Box Culverts, Roadway Fill]].)<br />
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17. Also for box culverts, state if guardrail (Roadway Item) is to be provided in lieu of meeting the clear zone requirements. If there will be guardrail over the box culvert and the fill height is less than indicated in [[750.7 Non-Hydraulic Considerations#750.7.4.5 Guardrail Attachment|EPG 750.7.4.5, Box Culverts, Guardrail Attachment]], indicate that attachment of the guardrail to the top slab will be handled in the bridge plans, even though the guardrail itself is a roadway item. For additional information on when to use guardrail attachments, see [[#751.1.2.8.3.2 Length|EPG 751.1.2.8.3.2 Length, Box Culvert, Length]].<br />
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18. For stream crossings (new structures, widened structures and rehabs where the waterway opening is reduced.) include a statement stating that a Floodplain Development Permit is required or that a Floodplain Development Permit is not required and that the Bridge Division will request such a permit if necessary. Also indicate the flood hazard zone (i.e., A, A1, B) and whether or not the bridge is in a Floodway.<br />
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19. On Rehabilitated and widened structures give the current and proposed load rating and load posting as well as the current condition ratings for the deck, superstructure, substructure and scour.<br />
<div id="19. Identify the bridge"></div><br />
20. Identify the bridge approach slab class major or minor. If a design exception is required or approved, then note accordingly. Identify asphalt mix type (determined by district) when the asphalt bridge approach slab sub-class is an option. <br />
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21. Identify the bridge end drainage provisions as determined by district Design. For example, note when concrete aprons at each wing wall will be required (Rdwy. Item). Note when concrete approach pavement (Rdwy. Item) with or without drain basins (Rdwy. Item) will be required, or note when rock blanket will be required that extends up to full length of bridge approach slabs, or when drain flumes (Rdwy. Item) will be required.<br />
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22. For redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA, include the following note:<br />
: The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item.)<br />
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23. For retaining walls, indicate any aesthetic treatments such as concrete staining and form liner requirements. Be specific regarding names, types and colors of staining, and names and types of form liner.<br />
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24. Form liners are standard for MSE precast modular panel wall systems. Be specific regarding names, types and colors of staining, and names and types of form liner. See [https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings → MSE Wall - MSEW].<br />
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25. For MSE wall supporting abutment fill: Identify gutter type, fencing, lower longitudinal and lateral drain pipe sizes (type and sizes to be determined by district Design division). (Lateral drain pipes are only required as determined by district Design division.)<br />
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26. OPTIONAL Seismic Information for new bridge or wall on Memo: Note “Preliminary Seismic Description: Site Class _, Seismic Design Category _, A<sub>s</sub> = __, S<sub>D1</sub> = _, _____”. The last blank should be filled with “non-seismic”, “seismic details”, “abutment seismic design”, “seismic details with abutment seismic design” or “complete seismic analysis”. The provided information is subject to change after Geotechnical Report is released. See [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Planning_Flowchart.pdf Bridge Seismic Planning Flowchart]. (This is similar to item no. 9 under [[751.1_Preliminary_Design#751.1.2.31_Finishing_Up_Design_Layout|EPG 751.1.2.31 Finishing Up Design Layout]].)<br />
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27. For rehabs, redecks, widenings, recoatings and new replacement structures, see [[751.1_Preliminary_Design#751.1.3.9_Environmental_Considerations:_Asbestos_and_Lead|EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead]] for notes to include.<br />
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====751.1.2.18.3 Supporting Documents====<br />
Supporting documents may provide additional information to the district or request additional information from them. Other documents may need to be included, but at a minimum the following documents should be sent to the district with the Bridge Memorandum:<br />
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:* Calculations used for the [[#751.1.2.17 Preliminary Cost Estimate|Preliminary Cost Estimate]]<br />
:* [[:Category:101 Standard Forms#Constructability Questioinnaire|Constructability Questionnaire]], modify to address project issues<br />
:* Layout for [[#751.1.2.19 Soundings (Borings)|Soundings]]<br />
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====751.1.2.18.4 Bridge Division Review====<br />
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Once the Preliminary Designer has the Bridge Memo and supporting documents completed, they are submitted to the Structural Project Manager (SPM) for their review. The SPM will then request a Bridge Memo Conference with the Assistant State Bridge Engineer, the Structural Resource Manager and the Structural Prelim. & Review Engineer. After the review and conference, the Preliminary Designer will update the Bridge Memorandum and supporting documents. The Designer and SPM sign and date the memo by typing their names and the date in the locations provided.<br />
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====751.1.2.18.5 Bridge/District Agreement Process====<br />
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The following process will be used to establish agreement between the district and Bridge Division on Bridge Memorandums:<br />
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:1) Bridge Memorandums and supporting documentation will be made available on SharePoint by Bridge Division.<br />
:2) The Bridge Division preliminary designer or Structural Project Manager (SPM) will email the Transportation Project Manager (TPM) and the District Bridge Engineer a link to the Bridge Memorandum in SharePoint when the memorandum is ready for review by the district. (A link to the Constructability Questionnaire, Cost Estimate, Layout for Soundings, and Request for Soil Properties may also be included.) As part of their review the TPM should forward the Bridge Memorandum to the appropriate Resident Engineer to solicit their input on the Memorandum.<br />
:3) Changes to the Bridge Memorandum should be made in revision mode or with bold blue text for additions and red strikethrough text for deletion of existing text. (Discussion of proposed changes with the Bridge Division preliminary designer and SPM is recommended before making changes.)<br />
:4) Once the district’s review of the Bridge Memorandum is complete the approving district personnel should type their names, titles and the date in the appropriate locations.<br />
:5) TPMs or their designees email the Bridge Division preliminary designer and SPM to inform them the district has reviewed and signed the Bridge Memorandum. A summary explaining any of the changes should be included in the email.<br />
:6) The Bridge Division preliminary designer or SPM will accept the changes or coordinate with TPMs or their designees to resolve any differences.<br />
:7) Once all differences are resolved the Bridge Division preliminary designer or the SPM will email the TPM or the TPM's designee indicating the agreement process is complete. Changes made to the Bridge Memorandum after the initial agreement may be handled by email or by the process described above.<br />
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====751.1.2.18.6 Documentation====<br />
The Bridge Memorandum, supporting documents and related correspondence will be stored on the Bridge Division SharePoint page in the Projects -Inwork directory. <br />
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A copy of the agreed upon bridge memo is placed in the Layout folder. If changes are made after the initial agreement, a copy of the revised memo should be added to the layout folder and the original bridge memo marked as void with the date of revision noted.<br />
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<div id="bridge memo"></div><br />
<center>[[Image:751.1_Prelim_Design_Bridge_Memo_(Ex_1).gif]]</center><br />
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===751.1.2.19 Soundings (Borings)===<br />
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|-<br />
|'''Additional Information'''<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form]<br />
|-<br />
| [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form]<br />
|}<br />
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====751.1.2.19.1 Purpose ====<br />
The borings define subsurface conditions at the project site and are used to determine type of foundation (driven piles, pile cap footing, spread footings, drilled shafts), preliminary estimate of pile lengths and engineering design properties. <br />
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Note that two types of soundings are typically provided by a soundings investigation. <br />
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:1. Auger Borings - These are the most typical type of soundings provided due to availability of equipment and low cost. This type of boring is generally stopped immediately upon encountering "hard rock". All description of type of soil and rock encountered is determined in the field. <br />
:2. Core Samples - These are more time consuming and expensive. They are also subject to the availability of the specialized equipment and are therefore provided as sparingly as possible by the soundings crew. Once "hard rock" is encountered at a coring location, drilling is continued for an additional 10 ft. to ensure a consistent layer of actual hard rock (not a boulder). If a void layer is encountered in the additional drilling, the drilling is continued until another 10 ft. of consistent hard rock is encountered. In addition to field determination of soil layer type and performance of the Standard Penetration Test (SPT), samples are returned to the lab for additional tests such as determination of rock quality (% RQD). <br />
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====751.1.2.19.2 Required Locations====<br />
'''Bridges –''' Borings should be requested at each bent. For bents on columns, estimate the number and location of the columns for each bent and request borings for these locations. <br />
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'''Box Culverts –''' Borings should only be requested for Box Culverts on Rock (no bottom slab). Borings should be requested every 10 ft. along the alignment of both exterior walls for single box culverts and along both the exterior and interior walls for multiple cell culverts.<br />
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'''MSE Walls –''' Borings should be requested at 25 ft. intervals along the baseline of the MSE Wall and at control points along the wall (such as bend lines). For a MSE Wall that wraps around an end bent, consideration should be given as to whether requesting additional borings in a grid pattern between the walls is necessary.<br />
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'''CIP Concrete Retaining Walls –''' Borings should be requested at 25 ft. intervals along the wall alignment. <br />
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====751.1.2.19.3 Required Documents====<br />
'''Plan and Elevation/Profile Sheets.''' Using MicroStation, the proposed structure should be drawn on the bridge survey plan sheet(s). Boring symbols should be placed at all requested boring locations.<br />
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To find the Northing and Easting, the "Label Coordinates" tool in MicroStation can be used. The grid factor, projection factor, coordinate system, zone, horizontal datum and vertical datum will be required information necessary for completing the Request for Final Soundings for Structures Form, all of which should have been provided with the bridge survey report. <br />
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'''Plan and Elevation Sheet(s) of Existing Bridge.''' When applicable.<br />
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'''[https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form].''' The [https://epg.modot.org/forms/general_files/BR/Guidance_for_Request_for_Final_Soundings_for_Structures_Form.xlsx Guidance for Request for Final Soundings for Structures Form] is available. <br />
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Instructions to Soundings Party included on the form should be similar to the following:<br />
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:'''Bridges – '''Provide cores at alternating locations with one core per bent. Where rock is not encountered at core sampling locations, make standard penetration tests at 5 ft. depth increments. If rock is encountered at these core locations, provide RQD determinations at 5 ft. depth increments. If a sounding location is not accessible, please provide an alternative sounding as close as possible to the requested location in order to get an accurate representation of soil conditions at the bent line.<br />
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:'''Box Culverts –''' Provide cores at each location to determine depth and quality of rock. Information will be used to determine structure type (concrete box on rock – without bottom slab) and excavation quantities. If rock is unsuitable for concrete box on rock, discontinue core and sound depth to rock. If sounding location is not accessible, provide an alternate sounding as close as possible to the requested location in order to get an accurate representation of soil conditions along proposed culvert wall.<br />
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:'''Retaining Walls -''' Request that soundings be taken every 25 ft. along the wall alignment. Soundings shall be made to rock or to a point which is 20 ft. below the bottom of the wall, whichever is higher.<br />
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'''Request for Soil Properties –''' The request for soil properties is located on a separate tab in the [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures form]. <br />
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:'''Bridges –''' If there is a possibility that drilled shafts will be used, request borings based on using drilled shafts so the appropriate lab work can be done the first time.<br />
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:'''MSE Walls –''' The request for soundings for MSE walls should include requests for the angle of internal frictions (Ø) for both the foundation (improved and unimproved) and the retained material. <br />
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'''Due Date –''' Use the following guidelines when setting a due date:<br />
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<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" |Project Time Line!! style="background:#BEBEBE" |Foundation Report Due Date<br />
|-<br />
|< 10 Months|| Contact Geotechnical Section<sup>'''1'''</sup><br />
|-<br />
|≥ 10 Months|| 13 Weeks from Submittal Date<br />
|-<br />
|colspan="2" width="750" align="left"|<sup>'''1'''</sup> Preferred due date should be discussed at the memo conference and the Geotechnical Section contacted to establish a due date.<br />
|}<br />
</center><br />
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====751.1.2.19.4 Submittal====<br />
The completed [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] and the other supporting documents listed above should be stored in the project's corresponding eProjects folder. (Consultants should contact the Structural Liaison Engineer).<br />
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A request for soundings should be sent by email to the Construction and Materials Division. The email shall be addressed to the Geotechnical Engineer and copied to the Geotechnical Director and the Structural Project Manager (or the Structural Liaison Engineer). It should include at a minimum, a link to the SharePoint folder that contains the completed [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] and supporting documents. In addition to the link, any relevant information that may aid the Geotechnical Section in providing the requested borings should be included. <br />
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The request for soundings is typically done at the same time that the Bridge Memorandum is sent to the district.<br />
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====751.1.2.19.4.1 Sounding Information for Seismic Category A, B, C and D====<br />
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For all new or replacement bridges or walls or structure modification for widening submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] (Soil Properties Form A and AASHTO LRFD (SGS) Form B) for LRFD projects. Based on following procedure Geotechnical Section will determine SDC for structures located in SDC B, C and D on [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf Preliminary Seismic Design Map]. For all new or replacement box culverts on rock submit [https://epg.modot.org/forms/general_files/BR/Request_for_Final_Soundings_for_Structures_Form.xlsx Request for Final Soundings for Structures Form] (Soil Properties Form A). <br />
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:Geotechnical Section will determine S<sub>D1</sub> = , A<sub>S</sub> = , and SDC = ____ using [https://earthquake.usgs.gov/ws/designmaps/aashto-2023/ NSHMP Static Data Services (usgs.gov)] website. The risk-targeted design spectra returned by this web service are derived from the USGS 2018 National Seismic Hazard Model for the conterminous United States. Designer should use same procedure to create response spectra for bridge seismic design or verifying SDC using Geotechnical section reported site class. <br />
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:For example see: [https://epg.modot.org/forms/general_files/BR/Example-1_SDC_Response_Spectra.docx Example 1_SDC_Response_Spectra]<br />
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===751.1.2.20 Substructure Type===<br />
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Once the signed Bridge Memo and the Borings are received, the entire layout folder should be given to the Preliminary Detailer (requested by SPM, assigned by Structural Resource Manager). The Preliminary Detailer will copy the appropriate MicroStation drawings into their own directory. (Do not rename files) Consultants contact Structural Liaison Engineer. The Preliminary Detailer will then draw the proposed bridge on the plat and profile sheets. The bridge should also be drawn on the contracted profile for a perspective of the profile grade relative to the ground line for drainage considerations. The Preliminary Detailer will also generate a draft Design Layout Sheet and then return the layout folder to the Preliminary Designer for review.<br />
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The Preliminary Designer will then choose the substructure types for each of the bents. Pile cap bents without concrete encasement are less expensive than column bents but they should not be used at the following locations: <br />
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:Where drift has been identified as a problem <br />
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:Where the height of the unbraced piling is excessive and kl/r exceeds 120 (kl/r<120 is generally preferred) (take scour into account) <br />
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:Where the bent is adjacent to traffic (grade separations) <br />
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Encased pile cap bents may be considered if economical. Embed concrete encasement 2 ft. (minimum) below the top of the lowest finished groundline elevation, unless a greater embedment is required for bridge scour. Greater embedment up to 5 or 6 ft. may be considered in situations where anticipated ground line elevation can fluctuate more severely. (Be sure to account for excavation quantities for deeper embedment.) Provision for encasing piles may be considered at the following locations:<br />
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:Where drift is a concern and protection is required<br />
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:Where larger radius of gyration is necessary and therefore improved buckling resistance for locations where the exposed unbraced column length is large<br />
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:Not exclusively where the piles at the pile/wall interface may experience wet/dry cycles and/or excessive periods of ground moisture<br />
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<div id="top of permanent casing elevation"></div><br />
For column bents, an economic analysis should be performed to compare drilled shafts to footings with cofferdams. When evaluating the drilled shaft option, keep in mind that if casing is used (see Geotechnical information) it should extend at least as high as the elevation that would be used for the seal course design. Also keep in mind that the permanent casing should be kept at least one foot below the ground line or low water elevation. Any casing above this elevation will be temporary.<br />
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End Bents are usually pile cap bents; however, if quality rock is abundant at or just below the bottom of beam elevation, a stub end bent on spread footings may be used. If you have any doubt about the suitability and uniformity of the rock, you can still use a pile cap end bent. Just include prebore to get a minimum of 10 ft. of piling. If you have concerns about temperature movements, you can require that the prebore holes be oversized to allow for this movement.<br />
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For any pile cap bents, where steel piles are to be placed near a fluctuating water line or near a ground line where aggressive soil conditions exist or anticipated to exist in the future, corrosion can result in substantial material loss in pile sections over time, either slowly or rapidly. Galvanized steel piling is required for all new pile cap bents to be used as a deterrent to both accelerated and incidental pile corrosion as commonly seen in the field. Further, conditions like known in corrosive soils, some stream crossings with known history of effects on steel piles and grounds subject to stray currents, these conditions should affect the decision of whether pile cap bents can be effectively utilized. The potential effects of corrosion and the potential deterioration from environmental conditions should always be considered in the determination and selection of the steel pile type and steel pile cross-section (size of HP pile or casing thickness), and in considering the long-term durability of the pile type in service. <br />
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Once the substructure type has been determined, re-examine your Preliminary Cost Estimate and notify the district if it needs to be adjusted.<br />
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'''Galvanized Steel Piles'''<br />
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Galvanizing shall be required for all steel piles. Utilizing galvanized steel piles and pile bracing members shall be in addition to the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Standard Specifications Sec 702] except that protective coatings specified in Sec 702 will not be required for galvanized piles or galvanized bracing members. <br />
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Where galvanized steel piling is expected to be exposed to <u>severe</u> corrosive conditions, consideration can be given to increased steel pile thickness or consideration of a reduced loaded steel area for bearing, or conditions mitigated to prevent long term corrosivity risk . This equally applies to the potential corrosion and early deterioration of permanent steel casing used for drilled shafts though they are not required to be galvanized. For all cases, further consideration beyond normal practice should be given to investigating corrosion protection, rate of corrosion as it relates to steel thickness design and expected service life including galvanizing losses, corrosion mitigation or different substructure support in order to meet a 75 year or longer design life. For additional information refer to LRFD 10.7.5 and 10.8.1.5. Consult with the Structural Project Manager or Structural Liaison Engineer to determine options and strategy for implementation. <br />
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'''All Bridge and Retaining Wall Piles (For Example, abutment piles, wing wall piles, intermediate pile cap bent piles and pile cap footing piles)'''<br />
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All surfaces of piles shall be galvanized to a minimum galvanized penetration (elevation) or its full length based on the following guidance. The minimum galvanized penetration (elevation) shall be estimated in preliminary design and finalized in final design. The minimum galvanized penetration (elevation) or full length will be shown on the design layout. <br />
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Guidance for determining minimum galvanized penetration (elevation):<br />
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The designer shall establish the limits of galvanized structural steel pile (i.e., HP pile and CIP pile). All exposed pile plus any required length below ground shall be galvanized. Based on required galvanized pile length determine and show Minimum Galvanized Penetration (Elevation) or Full Length on the Design Layout and on the plans.<br />
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When glacial material or other hard material is identified in the geotechnical report discuss with SPM and consider galvanizing full length of pile to avoid the scenario where friction pile may potentially be cut-off once the geotechnical capacity is reached but the depth for galvanization is inadequate.<br />
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<div id="Required Pile Length"></div><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
!style="background:#BEBEBE" width="150"| !!style="background:#BEBEBE"|Required Pile<br/>Galvanizing<br/>For Nonscour!!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Scour !!style="background:#BEBEBE" width="200"|Required Pile<br/>Galvanizing<br/>For Channel Migration<br />
|-<br />
|align="center"|Estimated Pile Length ≤ 50 feet||align="center"|Full Length of Pile||align="center"| Full Length of Pile||align="center"| Full Length of Pile<br />
|-<br />
|align="center"|Estimated Pile Length > 50 feet ||align="center"|20 feet (in ground)<sup>'''1'''</sup> ||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below max. scour depth.||align="center"| 20 feet (in ground)<sup>'''1'''</sup>, but not less than 5 feet below stream bed elev.<br />
|-<br />
|colspan="4"|<sup>'''1'''</sup> “In ground” is measured from finished ground line on intermediate bents, and bottom of beam cap for abutments.<br />
|}<br />
<div id="For retaining walls supported"></div><br />
For retaining walls supported on piles, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below bottom of wall for estimated pile length greater than 50 feet. <br />
<br />
For bridge end bents on piles with embankments supported by MSE walls, the minimum galvanized penetration (elevation) for piles shall be “Full Length of Pile” for estimated pile length up to 50 feet and 15 feet below top of leveling pad for estimated pile length greater than 50 feet.<br />
<br />
'''Temporary Bridge Piles'''<br />
<br />
Protective coatings are not required in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction#page=13 Sec 718]. Galvanized pile is not required. All HP piles driven to rock shall require pile point reinforcement.<br />
<br />
===751.1.2.21 Type of Footings===<br />
<br />
Once it has been determined that a bent will have columns on footings, the next decision is whether the footings should be pile or spread (on shale or rock). If it is a stream crossing, the bottom of footing elevation should be based on the scour calculations found in [[750.3_Bridges|EPG 750.3 Bridges]], an article dealing with hydraulic design. The borings should then be studied to see if a minimum of 10 ft. of piling can be placed below the footings. If this is doubtful because of the presence of shale or rock, spread footings or drilled shafts should be used. In instances where it appears that a spread footing can be used but there are pinnacles in the area, you may want to use a pile footing and just require prebore to ensure that you get the minimum embedment of 10 feet. For spread footings on grade separations, include a “not above” elevation to ensure a footing cover of at least 3 feet.<br />
<br />
===751.1.2.22 Types of Piling===<br />
<br />
The two types of piling commonly used are structural steel HP pile and close-ended steel pipe pile (cast-in-place, CIP). Open ended steel pipe pile (cast-in-place, CIP) can also be used. HP piles are commonly used as end bearing piles when shale or rock will be encountered at an elevation that will limit the pile lengths to about 100 ft. or less. CIP piles are commonly used as friction pile for which a minimum tip elevation must be determined (see [[751.36 Driven Piles#751.36.2 Steel Pile|EPG 751.36.2 Steel Pile]] for criteria). All HP piles driven to rock shall require pile point reinforcement. For end bearing pile tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, Geotechnical Section should indicate either “PDA recommended” or “PDA not recommended” in Foundation Investigation Geotechnical Report (FIGR). [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|See EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]] for more information about pile driving verification methods.For CIP pile, Geotechnical Section indicates either "No Pile Point Needed" or "Pile Point Needed" and recommends pile point type on boring log. “Cruciform” or “Conical” pile point reinforcement is allowed for closed ended CIP pile. “Manufactured open ended cutting shoe (inside flange)” pile point reinforcement is allowed for open ended CIP. Generally, pile point reinforcement is needed for CIP pile if boulders, cobbles, or dense gravel are anticipated. For all piles, prebore if necessary to achieve minimum embedment. <br />
<br />
Here are some guidelines for minimum embedment:<br />
<br />
<br />
<center><br />
::{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="240"|'''Pile Type'''||width="500"|'''Minimum Embedment'''<br />
|-<br />
|width="240"|Structural Steel HP-Pile||width="500"|10' into natural ground<sup>(5)</sup><br/>15’ into natural ground at integral end bents<sup>(1)(2)</sup><br/>10’ below bottom of MSE wall leveling pad<br/> 15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|width="240"|CIP Steel Pipe Pile||width="500"|10' into natural ground <br/> 10’ below bottom of MSE wall leveling pad<br/>15’ into natural ground at integral end bents<sup>(1)(3)</sup><br/>15'-20' below scour depth<sup>(4)</sup><br />
|-<br />
|colspan="2" align="left" width="740"|'''(1)''' 10’ is allowed if piles are designed using a rigorous design procedure.<br/>'''(2)''' When precore into rock is necessary to provide the minimum 15’ embedment, a minimum precore of 5’ is required. (i.e., 12’ of soil over rock will require a 17’ pile embedment).<br/>'''(3)''' When prebore is required, pile shall be embedded at least 15’ below prebore hole.<br/>'''(4)''' 15’ if the material is hard cohesive or dense granular; 20’ if the material is soft cohesive or loose granular. When precore into rock is necessary to provide the minimum embedment, the embedment into rock shall be determined by design (include rock depth in soil-structure analysis) but minimum precore shall not be less than 5’ into hard rock and 10’ into weak rock regardless of overburden condition.</br>'''(5)''' When precore into rock is necessary to provide the minimum 10’ embedment by design, a minimum precore of 5’ is required. (i.e., 7’ of soil over rock will require a 12’ pile embedment). <br />
|}<br />
</center><br />
<br />
<br />
See [[751.24 LFD Retaining Walls#751.24.2.1 Design|EPG 751.24.2.1 Design]] for further guidance on pile embedment behind MSE Walls.<br />
<br />
===751.1.2.23 Estimating the Lengths of Piles===<br />
<br />
All designers doing preliminary design should use the bearing graph provided in the foundation investigation Geotechnical report to estimate the lengths for piling. If a bearing graph is not provided the designer should perform a static analysis.<br />
<br />
One way to check the validity of your static analysis results is to look at the piling information for existing bridges in the vicinity. Please also be on the lookout for any borings that contain "glacial till" (gravelly clay). This material is notorious for stopping pile. <br />
<br />
This procedure is not a substitute for experience and engineering judgment. It is simply an attempt to have a more uniform method for estimating pile lengths.<br />
<br />
All soil data must be obtained as well as elevation information pertaining to intermediate and end bents. The soil borings and core information are then observed. The unit weights of the different soil layers are determined by correlating information from the core data with information found in reference tables. The resulting unit weights are written on the soil boring page. If the soil is cohesive, the undrained shear strength should be determined by dividing the results of the pocket penetrometer test by two. If there was no pocket penetrometer test performed, then a correlation between the SPT blow counts and the undrained shear strength can be determined from reference tables. The water table must be identified or estimated and labeled on each of the borings and cores. The water table is usually distinguishable by the presence of gray colored soil. Note that more accurate data is obtained from cores than is obtained from borings because borings are performed using an auger type apparatus that mixes and remolds the soil.<br />
<br />
===751.1.2.24 Drilled Shafts===<br />
<br />
Drilled shafts are to be used when their cost is comparable to that of large cofferdams and footings. Other examples include when there are subsurface items to avoid (culverts, utilities, etc.) or when there are extremely high soil pressures due to slope failures. <br />
<br />
The Foundation Investigation request should include a request for opinion regarding the necessity of permanent casing when drilled shafts are investigated.<br />
<br />
Cost estimate savings and supporting subsurface information shall be discussed with Construction and Materials before permanent casing is omitted on a project.<br />
<br />
The Foundation Investigation Geotechnical Report (or soundings report) for drilled shafts should supply you with the nominal end bearing (tip resistance) and side friction (side resistance) as well as the elevations for which the nominal rock values are applicable. <br />
<br />
The Design Layout Sheet should include the following information:<br />
<br />
:Top of Drilled Shaft Elevation <br />
:[[#top of permanent casing elevation|Top of Permanent Casing Elevation]]<br />
:Anticipated Tip of Casing Elevation<br />
:Anticipated Top of Sound Rock Elevation<br />
<br />
<br />
:{|border="1" cellpadding="5" cellspacing="0" style="text-align:center"<br />
<br />
|width="75"|Bent||width="100"|Elevation||width="150"|Side Friction (tsf)||width="150"|End Bearing (tsf)<br />
|-<br />
|&nbsp;||&nbsp;||&nbsp;||&nbsp;<br />
|}<br />
<br />
===751.1.2.25 Excavation Datum===<br />
<br />
An Excavation Datum should be placed on the Layout Sheet when water is expected to be encountered during the excavation for footings. The elevation used is usually the Low Water Elevation plus 1 foot (rounded up to the next even foot) but may be made slightly higher on bigger streams and rivers. Everything above this datum is Class 1 Excavation while everything below it is Class 2 Excavation.<br />
<br />
===751.1.2.26 Seal Courses===<br />
<br />
On structures over water with pile footings, a determination should be made as to whether or not to include seal courses. Seal courses are used in conjunction with cofferdams when a contractor may have trouble dewatering the footing excavation. They are usually necessary when you have sandy or gravelly soils and footing elevations below the stream bed. You will need to include a water surface elevation on the Design Layout Sheet for which the Seal Courses should be designed for. Typically the elevation used is the average of the Low Water Elevation and the Design High Water Elevation; however, a site visit may be required to determine how reasonable this is. In no case should this elevation be higher than the 10 year high water elevation or the overbank elevation.<br />
<br />
===751.1.2.27 Cofferdams===<br />
<br />
Cofferdams should be included if the depth of the hole for the footing exceeds 8 feet and/or the bottom of footing elevation is below the Ordinary High Water (OHW) elevation. Any bent that requires a seal course will also require a cofferdam. These are bid lump sum per bent. Consult with the Assistant State Bridge Engineer about this. All piling in pile footings should be straight (not battered) when a cofferdam is expected.<br />
<br />
===751.1.2.28 Web Walls===<br />
Web walls are used for structures over water to prevent drift build-up between columns. A web wall may not prevent drift build-up on the upstream edge of the pier so selecting a foundation that provides adequate anchorage is still critical.<br />
<br />
When column bents on footings are located in the stream’s channel or on the outside edge of a curve in the stream’s channel, web walls shall be used between the columns. The bottom elevation for the web is typically 1' higher than the overbank elevation.<br />
<br />
When column bents on drilled shafts are located in the stream’s channel or on the outside edge of a curve in the stream’s channel, consider using web walls between the columns. The bottom elevation for the web is typically set at the top of drilled shaft elevation. If the top of drilled shaft elevation is set significantly higher than one foot above the overbank elevation it may not be effective to add a web wall to redirect drift. Contact the SPM, SLE or owner’s representative before excluding web walls when drilled shafts are used.<br />
<br />
===751.1.2.29 Protection of Spill Slopes and Side Slopes===<br />
<br />
The district shall be consulted for type of slope protection. Either Concrete Slope Protection or Rock Blanket can be used for grade separations and are Roadway Pay Items. On stream crossings, Rock Blanket is usually placed. The type and thickness of Rock Blanket is to be determined by the district based on the flow velocity from the [https://epg.modot.org/index.php?title=750.3_Bridges#750.3.1.9_Scour Scour] design flood frequency. This flow velocity is determined by the person doing the hydraulic calculations and should be placed on the Bridge Memorandum. Permanent erosion control geotextile is always required to be placed under rock blanket and a separate pay item for Permanent Erosion Control Geotextile (sq. yds.) should be provided in accordance with Sec 611.30.<br />
<br />
When Rock Blanket is used, an elevation for the upper limit of this protection needs to be calculated. First, calculate the following two elevations:<br />
<br />
:100 year High Water Elevation plus 2 feet<br />
:500 year High Water Elevation plus 1 foot<br />
<br />
Take the higher of these two elevations and compare it to the Low Girder Elevation minus 1.2 feet. Use the lowest of these two elevations for the upper limit of your Rock Blanket. This elevation should be placed on the profile sheets.<br />
<br />
If the toe of the abutment slope falls on the overbank, the rock blanket apron should extend from the toe toward the channel a distance equal to twice the 100 year flow depth on the overbank, but need not exceed 25 feet.<br />
<br />
Note: District Design has the option of extending rock blanket up to and for the full length of the bridge approach slab or otherwise using drain flumes for bridge end drainage. See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]], [[:Category:611 Embankment Protection|EPG 611 Embankment Protection]] and [https://www.modot.org/media/16882 Standard Plan 609.40].<br />
<br />
===751.1.2.30 Design Exceptions===<br />
<br />
Anytime MoDOT standards are not followed, a Design Exception is necessary. These are usually initiated by the Transportation Project Manager in the district; however, if the item is related to the bridge, the Bridge Division will initiate the [[131.1 Design Exception Process|Design Exception]].<br />
<br />
The [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information] should be filled out by the preliminary designer and then reviewed by the Structural Project Manager (SPM). A complete explanation of the basis for the design variance must be provided, including cost justification and details on how the variance will affect adjacent properties. The SPM should then submit the Design Exception to the Assistant State Bridge Engineer for review. After this review, the Design Exception should be submitted to the State Bridge Engineer for the Sate Bridge Engineer's signature. This submission should include written comments from the SPM on why the Design Exception should be approved. Once the Design Exception has been signed by the State Bridge Engineer, the SPM should mail the [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information Form] and [[Media:Design Except to District.doc|cover letter]] to the Transportation Project Manager in the district. The TPM will sign it and then send it to the General Headquarters Design Division for final approval. The Design Division will supply copies of the signed Design Exception to both the district and the Bridge Division.<br />
<br />
Some examples of Design Exceptions initiated by the Bridge Division are:<br />
<br />
<br />
'''Hydraulic Standards'''<br />
<br />
These include not meeting the standards for freeboard, design frequency, etc.<br />
<br />
<br />
'''Vertical Clearance'''<br />
<br />
If the vertical clearance under a new or widened bridge does not meet the standard, a Design Exception is required. If the reduction in vertical clearance is due solely to the overlay of the road under the bridge, the Bridge Division would not initiate the Design Exception.<br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (New Structures)'''<br />
<br />
On new structures, if the roadway and/or shoulder widths on the bridge match the approach roadway, the Design Exception would be initiated by the district. If the roadway and/or shoulder widths on a new bridge are less than the approach roadway, the Design Exception would be initiated by the Bridge Division. <br />
<br />
<br />
'''Roadway/Shoulder Width Less Than Standard (Existing Structures)'''<br />
<br />
On Non-Interstate Rehab (3R) jobs, an exception for width is required any time we don’t meet the new design standards. The approach lanes being referred to in the [[media:128 3R Design Standards (Rural) 2013.docx|rural design standards note (8)]] are the new lanes. The last note should be modified to read “Bridges programmed for replacement within 5 years may be allowed to remain in place as is and should be looked at on a case by case basis.”<br />
<br />
On Interstate Rehab (4R) jobs, an exception for width is required any time we don’t meet the new design standards. If an existing bridge is over 200 feet long, FHWA has said that they will routinely approve the width if both shoulders are at least 3.5’ wide, but we should still request the Design Exception. FHWA will want to see any approved Design Exceptions before they approve the preliminary design.<br />
<br />
'''Bridge Approach Slabs (New Bridges)'''<br />
<br />
On new bridges, the interchangeability of bridge approach slab classes will require a design exception. For example, if a Bridge Approach Slab (Major) is to be substituted for a Bridge Approach Slab (Minor), a design exception will be required and initiated by the Bridge Division based on project core team consensus.<br />
<br />
===751.1.2.31 Finishing Up Design Layout===<br />
<br />
Design Layouts shall be generated for new bridges, retaining walls and when foundation work is required for bridge widenings. Otherwise, Design Layouts are not utilized for conveyance of information related to rehabilitation projects, or work on existing bridges or, more generally, on structures.<br />
<br />
Once the Preliminary Detailer has created the Design Layout Sheet and added the borings and details of the proposed bridge to the plat and profile sheets, they should be checked by the Preliminary Designer. These sheets are the end product of the Preliminary Design process and will be used to perform the structural calculations for the Final Design phase of the bridge, which results in the production of the contract plans. Here is a list of items to include.<br />
<br />
{|border="0"<br />
|-<br />
| 1.) || colspan="2" | General Information<br />
|-<br />
| &nbsp; || a. || [[751.1_Preliminary_Design#751.1.2.18.2_Content|Route and structure classifications]]<br />
|-<br />
| &nbsp; || b. || Live load designation<br />
|-<br />
| &nbsp; || c. || Traffic counts for the design year (AADT and AADTT).<br />
|-<br />
| &nbsp; ||d. || Tie station (if applicable).<br />
|-<br />
| &nbsp; || e. || Beginning station.<br />
|-<br />
| &nbsp; || f. || Horizontal curve data.<br />
|-<br />
| &nbsp; || g. || Profile grade information (including offset from CL of roadway or median).<br />
|-<br />
| &nbsp; || h. || Excavation datum.<br />
|-<br />
| 2.) || colspan="2" | Superstructure<br />
|-<br />
| &nbsp; || a. || Type and span lengths.<br />
|-<br />
| &nbsp; || b. || Roadway widths and type of barrier or railing.<br />
|-<br />
| 3.) || colspan="2" | Substructure<br />
|-<br />
| &nbsp; || a. || Skew(s) of all bents.<br />
|-<br />
| &nbsp; || b. || Types of all bents.<br />
|-<br />
| &nbsp; || c. || Type and locations of sway bracing for concrete pile cap intermediate bent with HP pile.<br />
|-<br />
| &nbsp; || d. || Locations and top of wall elevations for collision walls.<br />
|-<br />
| &nbsp; || e. || Embedment of encasement for encased pile cap bent.<br />
|-<br />
| &nbsp; || f. || Location of tie beam.<br />
|-<br />
| &nbsp; || g. || Bottom elevations of web beam.<br />
|-<br />
| 4.) || colspan="2" | End Bents (Abutments)<br />
|-<br />
| &nbsp; || a. || Type of end fill and maximum slope. Include earth plugs for piling in rock fill.<br />
|-<br />
| &nbsp; || b. || Berm elevations.<br />
|-<br />
| &nbsp; || c. || Type and extent of spill and side slope protection (permanent erosion control geotextile fabric is required).<br />
|-<br />
| &nbsp; || d. || Bridge end drainage provisions per district (drain basins<sup>'''1'''</sup>, rock blanket, drain flumes) (Rdwy. Item)<br />
|-<br />
| &nbsp; || e. || Angle of internal friction to be used for deadman anchors.<br />
|-<br />
| 5.) || colspan="2" | Foundations<br />
|-<br />
| &nbsp; || a. || Type and lengths of all piling.<br />
|-<br />
| &nbsp; ||b. || Minimum galvanized penetration (elevation) <br />
|-<br />
| &nbsp; || c. || Minimum tip elevations for all piles.<br />
|-<br />
| &nbsp; || d. || Location and elevation for any preboring.<br />
|- style="vertical-align:top;"<br />
| &nbsp; ||e. || Pile point reinforcement (shoes) required for all structural steel HP piles. When Geotechnical Section indicates pile point reinforcement needed and show pile point type on boring log for CIP pile, then recommended pile point reinforcement type shall be shown on Design Layout. <br />
|-<br />
| &nbsp; || f. || For end bearing pile when Geotechnical Section recommends dynamic pile testing (PDA) for pile driving verification method then reflect that on Design Layout.<br />
|-<br />
| &nbsp; || g. || Types of footings, their elevations and allowable bearing (if applicable).<br />
|-<br />
| &nbsp; || h. || Location of any cofferdams and/or seal courses.<br />
|-<br />
| &nbsp; || i. || End bearing and side bearing capacity for any drilled shafts.<br />
|-<br />
| &nbsp; || j. || Top of Rock Socket elevations and their minimum lengths.<br />
|-<br />
| &nbsp; || k. || Estimated Maximum Scour Depth (Elev.)<sup>'''2'''</sup><br />
|-<br />
| &nbsp;|| l. || Minimum pile cleanout penetration (Elev.)<sup>'''3'''</sup><br />
|-<br />
| 6.) || colspan="2" | Traffic Handling<br />
|-<br />
| &nbsp; || a. || How will traffic be handled (bypass, road closure, staging, other)<br />
|-<br />
| &nbsp; || b. || Include a sketch of any staging.<br />
|-<br />
| 7.) || colspan="2" | Disposition of Existing Structure<br />
|-<br />
| &nbsp; || a. || Bridge No(s). of structures slated for removal.<br />
|-<br />
| &nbsp; || b. || Estimate cost of removal and indicate that this cost is included in the total.<br />
|-<br />
| 8.) || colspan="2" |Hydraulic Information<br />
|-<br />
| &nbsp; || a. || Drainage area and terrain description.<br />
|-<br />
| &nbsp; || b. || Design frequency.<br />
|-<br />
| &nbsp; || c. || Design discharge.<br />
|-<br />
| &nbsp; || d. || Design high water elevation.<br />
|-<br />
| &nbsp; || e. || Estimated backwater.<br />
|-<br />
| &nbsp; || f. || Overtopping frequency and discharge if less than 500 yr.<br />
|- style="vertical-align:top;"<br />
| 9.) || colspan="2" | Seismic Information (New or Replacement Bridge, substructure widening or Wall) (Applies to both seismic and nonseismic designs):<br />
|- style="vertical-align:top;"<br />
| &nbsp; || a. || Provide Site Class, Seismic Design Category, A<sub>s</sub> and S<sub>D1</sub> for SDC B, C and D bridge/wall, and Liquefaction Potential information for SDC C and D (All available information from Geotechnical report). When A<sub>s</sub> is greater than 0.75 then show A<sub>s</sub> = 0.75. For SDC A area bridge/wall indicate SDC A, S<sub>D1</sub> < 0.15 and A<sub>s</sub> = N/A. Use N/A if not reported in Geotech report.<br />
|- style="vertical-align:top;"<br />
| &nbsp; || b. || Indicate either “Nonseismic”, "Seismic Details", “Abutment Seismic Design”, “Seismic Details plus Abutment Seismic Design” or “Complete Seismic Analysis” for a bridge structure based on Geotechnical Section provided SDC and [https://epg.modot.org/forms/general_files/BR/Bridge_Seismic_Design_Flowchart.pdf Bridge Seismic Design Flowchart] ([[751.9_LFD_Seismic#751.9.1_Seismic_Analysis_.26_Design_Specifications|EPG 751.9.1 Seismic Analysis and Design Specifications]]). <br />
:* For final SDC A2 from Geotechnical report, indicate “Seismic Details” if bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf 1st or 2nd priority earthquake emergency route]. For final SDC A2 bridge indicate SDC A on design layout. <br />
:* For final SDC B from Geotechnical report, indicate “Seismic Details plus Abutment Seismic Design” if bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”. <br />
:* For final SDC C or D from Geotechnical report, indicate “Complete seismic analysis” if multi-span bridge carries a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”. For final SDC C or D from Geotechnical report, indicate “Abutment Seismic Design” if single-span bridge carry a [https://epg.modot.org/forms/general_files/BR/Preliminary_Seismic_Design_Map.pdf major or 1st or 2nd priority earthquake emergency route] otherwise indicate “Seismic details”. <br />
|- style="vertical-align:top;"<br />
| &nbsp; || c. || For a wall structure in SDC B, or C seismic analysis provisions shall not be ignored for walls that support another structure (i.e. abutment fill or building) in accordance with LRFD 11.5.4.2. Based on wall supporting information and Geotech report indicate “seismic analysis not required” or “seismic analysis required”. SDC D retaining walls shall be designed for seismic load.<br />
|- style="vertical-align:top;"<br />
| &nbsp; || d. || All new or replacement bridge/wall designs, either nonseismic (meaning a regular static design) or seismic design or detail, must meet Seismic Design Category (SDC) A requirements in accordance with SGS (Seismic Zone 1 of LRFD). Additionally, bridge/wall seismic designs/details must meet requirements of the Seismic Design Category B, C, or D where applicable. See [[751.1_Preliminary_Design#751.1.2.13_Seismic_.28Earthquake.29_Design_Category_A.2C_B.2C_C_and_D_Considerations|EPG 751.1.2.13 Seismic (Earthquake) Design Category A, B, C and D Considerations.]]<br />
|-<br />
| 10.) || colspan="2" | Miscellaneous<br />
|-<br />
| &nbsp; || a. || Locations of Bridge Approach Slabs.<br />
|-<br />
| &nbsp; || b. || Call out slab drain requirements if other than the standard procedure.<br />
|-<br />
| &nbsp; || c. || The location of the stationing reference line (CL roadway, CL median, other).<br />
|-<br />
| &nbsp; || d. || Station equations.<br />
|-<br />
| &nbsp; || e. || Minimum final and construction clearances (vertical and horizontal).<br />
|-<br />
| &nbsp; || f. || Use of weathering steel or color of paint (steel girders).<br />
|-<br />
| &nbsp; || g. || Name and phone number of district contact.<br />
|-<br />
| &nbsp; || h. || Preliminary Cost Estimate.<br />
|-<br />
| &nbsp; || i. || Details of any utilities to be attached to the bridge.<br />
|-<br />
| &nbsp; || j. || Details of any conduit, light supports or any other unusual attachments.<br />
|-<br />
| &nbsp; || k. || Channel change requirements.<br />
|-<br />
| &nbsp; || l. || Temporary shoring requirements and whether it is a Bridge or Roadway Item.<br />
|-<br />
| &nbsp; || m. || Temporary MSE wall systems. (If determined during layout process for staged bridge construction). <br />
|-<br />
| &nbsp; || n. || Location of Maint. facility contractor is to use for delivery of MoDOT retained items.<br />
|-<br />
| &nbsp; || o. || All DGN files should be stored in the project folder (Preliminary subfolder).<br />
|}<br />
{| style="margin: 1em auto 1em auto"<br />
|- style="vertical-align:top;"<br />
| width="40" | &nbsp; || '''1''' || colspan="2" align="left" | Drain basins can be included with concrete approach pavement per district. (Rdwy. Item)<br />
|- style="vertical-align:top;"<br />
| &nbsp; || '''2''' || colspan="2" align="left" | Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500) in Foundation Data. If return periods are different for different bents, add a new line in Foundation Data.<br/>On the plans report note EPG 751.50 E2.22 for CIP pile.<br />
|- style="vertical-align:top;"<br />
| &nbsp; || '''3''' || colspan="2" align="left" | Show for open ended CIP piles. For scour condition, minimum cleanout elevation shall be at least 3 feet below maximum estimated scour depth. For non scour condition, minimum cleanout elevation shall be at least 10 feet below natural ground line.<br />
|}<br />
<br />
Once the Preliminary Detailer and Designer are in agreement on these items, the entire layout folder should be submitted to the SPM for their review. The SPM will then request a Design Layout Conference with the Assistant State Bridge Engineer and the Structural Resource Manager.<br />
<br />
Following this conference, the Preliminary Detailer and Designer will make any requested changes and complete the assembly of the Layout Folder by including the approved Design Layout Sheet and one set of half sized plat and profile sheets. The Layout Folder should then be delivered to the SPM along with one set of half-sized plat and profile sheets and a copy of the Design Layout Sheet.<br />
<br />
The SPM should then use a cover letter to send the one set of half-sized plat and profile sheets, as well as the copy of the Design Layout Sheet, to the Transportation Project Manager in the district. Include in this cover letter any changes in the Preliminary Cost Estimate and the current Plans Completion Date. An example can be found on the next page.<br />
<br />
The Preliminary Detailer should provide a copy of the Design Layout Sheet to the Bridge Survey Processor. The Bridge Survey Processor should then perform the following tasks:<br />
*Enter the Date to Final Design in the Bridge Survey Book and the Survey Rcv. Database<br />
*Supply a copy of the Design Layout Sheet to Development and Review.<br />
*Copy all of the MicroStation files in house to<br />
*pwname:\\MoDOT\Documents\Central Office\Bridge\A_Prelim_design\district\job no.<br />
*(Consultants contact Structural Liaison Engineer).<br />
<br />
The SPM should then enter the following information into Bloodhound:<br />
*Span layout information<br />
*Preliminary Cost Estimate<br />
*Date of Layout Conference<br />
*[[Media:Layout to District.doc|Preliminary Plans to District]]<br />
<br />
All other fields in Bloodhound should be updated at this time by the SPM.<br />
<br />
The SPM will then send a request for a Final Designer to the Structural Resource Manager.<br />
<br />
===751.1.2.32 FHWA Submittal===<br />
<br />
Federal involvement is determined in accordance with [[:Category:123 Federal-Aid Highway Program#123.1.1 FHWA Oversight - National Highway System|EPG 123.1.1 FHWA Oversight – National Highway System]]. Projects which are delegated for federal involvement for preliminary design on the PODI matrix must be submitted to FHWA for approval.<br />
<br />
The submittal should include the following:<br />
<br />
*[[Media:Layout to FHWA.doc|Cover letter]]<br />
*One set of half-sized plat and profile sheets<br />
*One copy of Design Layout Sheet<br />
*One copy of completed Bridge Survey Report<br />
*One copy of the Borings report including Cover Letter from Materials<br />
*One copy of each approved [[131.1 Design Exception Process|Design Exception]] (if applicable)<br />
*One copy of the Bridge Deck Condition Survey Summary (if applicable)<br />
*One copy of the Bridge Rehab Checklist (if applicable)<br />
*One copy of the Bridge Inspection Report for the existing bridge (if applicable)<br />
*One copy of half-sized existing bridge plans (if applicable)<br />
*One copy of anything else referred to on the Design Layout Sheet (an example would be top of pavement elevations if these are to be used in Final Design)<br />
<br />
<br />
That is the end of the Preliminary Design phase of bridge design at MoDOT.<br />
<br />
===751.1.2.33 Aesthetic Enhancements===<br />
<br />
Aesthetic enhancements can include everything from form liners and different colored paints to actual brick or stonework on the bridge. The district is required to inform the Bridge Division if aesthetic enhancements will be required on a bridge. Aesthetic enhancements should be discussed by the core team during the scoping process.<br />
<br />
Note: Galvanized slab drains are to remain unpainted unless otherwise requested by the district. The required special provision is available if the district wishes to paint the galvanized slab drains.<br />
<br />
'''Specifying Form Liners'''<br />
<br />
Form liners are typically supplied in 4 ft. wide sections. Consideration should be given to specifying concrete work in 2 ft. increments to avoid waste of form liner. Use of 1 ft. increments may be possible. Avoid specifying work requiring less than 1 ft. increments of form liner without approval of the Structural Project Manager or Structural Liaison Engineer. Specifying work requiring form liner using other than 4 ft. increments may affect cost and should be reviewed.<br />
<br />
===751.1.2.34 Blast Loading Considerations===<br />
<br />
Consideration should be given to the blast loading provisions given in ''AASHTO LRFD Bridge Design Specifications'' and ''AASHTO Bridge Security Guidelines'' for major bridges only and with the approval of the State Bridge Engineer.<br />
<br />
Requirements for provision of blast loading protection and for structural design should be documented on the Bridge Memorandum and Design Layout.<br />
<br />
All documentation associated with consideration of and requirements for blast loading protection and/or structural design including structural design computations should be detached or separated from other publicly available documents and marked “Not for Public Consumption.”<br />
<br />
===751.1.2.35 Bridge Approach Slabs=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.2.36 Bridge End Drainage=== <br />
<br />
See [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
==751.1.3 Wearing Surfaces/Rehabs/Redecks/Widenings==<br />
===751.1.3.1 Overview===<br />
<br />
Modifying existing bridges is quite different from laying out new bridges. Bridge wearing surfaces (overlays), rehabs, redecks and only widenings when the substructure is not being widened require the preparation and approval of a Bridge Memo as the only official written document requiring signatory approval (see [[#751.1.2.19 Bridge Memorandums|EPG 751.1.2.19 Bridge Memorandums]]) as a matter of procedure. A Design Layout is not required in these instances. However, bridge widenings when substructure and foundation work are required will require procedurally both a Bridge Memo and a Design Layout for signatory approval since soundings for exploring subsurface conditions will be required for the foundations. <br />
<br />
These types of projects can be broken into four general categories:<br />
<br />
#Adding a wearing surface to an existing bridge as part of a roadway overlay project.<br />
#Rehabilitating and/or redecking an existing bridge as a stand alone programmed project.<br />
#Widening an existing bridge to meet minimum shoulder width requirements as part of a roadway overlay project.<br />
#Widening an existing bridge to add lanes as part of a roadway project.<br />
<br />
===751.1.3.2 Documentation===<br />
<br />
A [https://epg.modot.org/forms/general_files/BR/751.1.3.2_Structural_Rehabilitation_Checklist.xlsm structural rehabilitation checklist] shall be required for determining the current condition and documenting all needed improvements regardless of budget restraints. It is critical to control future growth in project scope or cost overruns during construction that is checklist captures all needed repairs using accurate quantities corresponding to contract bid items. Staff responsible for filling out checklist should contact the Bridge Division if assistance is needing in correlating deterioration with appropriate contract bid items.<br />
<br />
A deck test is not required but may be useful in determining the most appropriate wearing surface for bridges with deck ratings of 5 or 6.<br />
<br />
A pull off test is not required but may be useful in determining the viability of polymer wearing surface.<br />
<br />
Both deck tests and pull off tests are performed by the Preliminary and Review Section.<br />
<br />
A [[#751.1.2.18 Bridge Memorandums|Bridge Memorandum]] shall be required for documenting proposed construction work and estimated construction costs for district concurrence. <br />
<br />
A [[#751.1.2.31 Finishing Up Design Layout|Design Layout]] shall be required only for widening projects where there is proposed foundation construction.<br />
<br />
[https://epg.modot.org/forms/general_files/BR/Guidance_for_Coring_Overlays_on_Bridge_Decks.docx Guidance for Coring and Overlays on Bridge Decks as Part of the Project Scoping Phase] provides information to be used when scoping bridge rehab and resurfacing projects to obtain accurate representations of overlay thicknesses across bridges.<br />
<br />
===751.1.3.3 Bridges on Resurfacing Projects===<br />
<br />
This is probably the most common type of project. The first step is to determine the limits of the project. This can be done by looking at the description and log miles of the project in the Program Book. The district contact should also be consulted to make sure the project limits have not changed. The second step is using the Bridge Maps produced by the Maintenance Division to locate any and all bridges within the limits of the project.<br />
<br />
Once the Bridge Nos. for these structures are known, obtain a copy of the Bridge Maintenance report for each structure. These reports contain the log mile for each structure. Compare this to the log mile limits of the project. If the log mile on the report indicates the bridge is outside of the project limits, check with the district contact again to see if the bridge is to be included in the project.<br />
<br />
If a bridge falls within the project limits, it must be evaluated to see if it meets the current safety criteria for such items as shoulder width and curb type/height. If the job will be built with federal funds, any substandard safety item must be remedied or handled with a [[131.1 Design Exception Process|design exception]]. If the job will be built with 100% state funds, the bridge can be left alone (no safety improvements).<br />
<br />
===751.1.3.4 Barrier or Railing Type, Height and Guidelines for Curb Blockouts===<br />
AASHTO LRFD uses the term “railing” to refer to all types of bridge traffic barrier systems used on bridges. MoDOT uses the term “barrier” for solid concrete bridge railing (single-faced on the edge of roadway and dual-faced medians) and the term “railing” for barrier systems consisting of a rail(s) and supports. Several types of barrier and railing are acceptable for use on bridges in Missouri (see [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing]]); thrie beam railing, Type A, B, C, D, G and H barrier; curb and parapet barrier, two tube rail; or FHWA MASH or NCHRP 350 approved crash tested barrier or railing meeting TL-4 rating as given on the [https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/listing.cfm?code=long FHWA Bridge Railings website].<br />
<br />
While meeting MASH TL-4 requirements is preferred, existing barrier or railing may be used in place if meeting NCHRP 350 TL-3 or TL-4 requirements, or existing barrier or railing may be retrofitted to meet same requirements. See [[#Common Bridge Barrier and Railing (for Rehabilitations)|Common Bridge Barrier and Railing (for Rehabilitations)]] for further guidance.<br />
<br />
All new bridge barrier and railings for redecks, rehabs, and widenings where the full length of barrier is being replaced shall be MASH TL-4. Type D barrier is preferred to the 38-inch two tube railing since the 42-inch height meets the minimum fall protection requirements for OSHA. See [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.2_Two_Tube_Rail_(Top_Mounted)|EPG 751.12.2 Two Tube Rail (Top Mounted)]] for further restrictions on two tube rail. See the following paragraph for exceptions to the MASH TL-4 requirement. In any case, the new barrier or railing shall not be rated lower than the existing barrier or railing. The hierarchy for crash test ratings in descending order is listed below with qualified barriers and railings in Missouri:<br />
:* MASH (2016) TL-4 (Type C and D barrier, 38-inch two tube railing)<br />
:* MASH TL-3 (Type H barrier, Type A and B barrier, culvert guardrail)<br />
:* NCHRP 350 TL-4 (32-inch two tube railing)<br />
:* NCHRP 350 TL-3 (12” x 29” vertical barrier, thrie beam railing).<br />
<br />
Exceptions for using a barrier rated lower than MASH TL-4 are as follows:<br />
:* Sight distance concerns. Type H barrier or 32-inch two tube rail is recommended.<br />
:* Rating restrictions where the weight of the barrier prohibits its use. Type H barrier or two tube rail is recommended.<br />
:* When a non-mountable sidewalk is present on either side of the bridge (speed limit not greater than 45 mph). Type H is recommended for both sides, with fencing along the sidewalk.<br />
<br />
The approach railing does not need to match the test level of the bridge barrier or railing. MoDOT standard approach rails typically do not rate higher than TL-3.<br />
<br />
When using a concrete barrier, a five-hole bolt pattern shall be used for connecting the approach railing to the bridge barrier. <br />
<br />
Bridge barrier or railing on single lane bridges may be used in place if for no other reason than the grade is not being raised. Thin wearing surfaces measuring no more than 3/8 inch will not be considered as raising the grade.<br />
<br />
'''Thrie Beam Railing (Bridge Guardrail)'''<br />
<br />
If the deck is less than 8½ inches thick, the attachment must bolt through the deck with a plate on the bottom side of the deck. In the past, MoDOT used details where a bent stud was formed within the deck. This is no longer acceptable because of observed failure in thin decks where the edge can break off and the bottom of slab can pop out during a collision.<br />
<br />
The center of the thrie beam shall be a minimum of 21 inches to the top of the finished driving surface. <br />
<br />
Thrie beam railing shall not be installed on new or replacement bridges, redecks or widenings. Thrie beam shall not be used for grade crossings or other areas where drainage over the side of the deck is a concern.<br />
<br />
'''W-beam Railing (Culvert Guardrail)'''<br />
<br />
The MASH TL-3 standard for guardrail attachment is covered in [[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.6_Culvert_Guardrail_(Top_Mounted)|EPG 751.12.6 Culvert Guardrail (Top Mounted)]]. Existing guardrail or thrie beam attachments likely do not have an adequate base plate design, railing height or headwall clearance to be considered MASH TL-3 compliant. Existing attachments most closely fit NCHRP 350 TL-3 or MASH TL-2. Existing guardrail attachments shall be treated in the same manner as free-standing guardrail when determining if the system can be used in place ([[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement|see EPG 606.1.3.1 Guardrail Selection and Placement]]). If Midwest Guardrail System (MGS) is required and space is available for headwall clearance, 2’-10” minimum between headwall and roadway face of guardrail, the MASH TL-3 standard for guardrail attachment shall be used.<br />
<br />
If there is less than 2’-10” of space between headwall and roadway face of guardrail, a thrie beam shall be used and it is preferrable to top mount the headwall instead of pushing the slab mount closer to headwall. The condition of the headwall should be considered before choosing the headwall mount option.<br />
<br />
If the top slab is less than 10 inches a bolt-thru attachment is required. For thicker slabs a resin-anchor system is available with a minimum 8-inch embedment. There are advantages to both systems. A bolt-thru attachment provides a stouter connection which may reduce the damage to the culvert slab after impact. On the other hand, repairing a bolt-thru system requires access inside the culvert while a resin-anchor system requires access to top of culvert only. Resin-anchor systems may also be preferred if culvert walls interfere with post placement.<br />
<br />
'''Type A, B, C, D, G and H Barriers '''<br />
<br />
If installed at the same time as the driving surface, the top of the barrier shall not be less than 32 inches above the driving surface. <br />
<br />
If a wearing surface is installed after the barrier is in place, the wearing surface thickness shall not be made greater than that whereby the barrier height is made less than 30 inches , i.e. the final grade with wearing surface installed shall not increase more than 2 inches.<br />
<div id="3. If an existing wearing surface"></div><br />
If an existing wearing surface is replaced next to Type A or B barrier, the new wearing surface thickness shall not be made less than that where by the height above the driving surface of the break between the upper and lower slope of the barrier is made greater than 13 inches.<br />
<br />
'''Curb and Parapet Barrier'''<br />
<br />
The concrete portions of the curb and parapet are the only components used in determining the height of the barrier for establishing if the system meets current standards or is substandard. The handrails are not crashworthy and therefore are not considered as part of the height of the barrier. <br />
<br />
Curb and parapet were typically constructed 27 inches measured from the driving surface to top of parapet. <br />
<br />
Sections of curb and parapet may be replaced without consideration of upgrading.<br />
<br />
When a wearing surface is to be applied, the height of the existing curb and parapet system shall be determined from the existing driving surface and if necessary shall be heightened to 32 inches or 36 inches above the proposed driving surface based on Guidelines for Curb Blockout, immediately below. Increasing the height of an existing curb and parapet is generally done by adding a blockout to the curb and parapet (i.e., curb blockout).<br />
<br />
====Guidelines for Curb Blockout====<br />
<u>Background and Application</u><br />
<br />
Guidelines were developed considering Practical Design concepts (refer to [[:Category:143 Practical Design|EPG 143 Practical Design]]).<br />
<br />
Guidelines apply to bridges to be resurfaced and/or rehabilitated that have concrete curb and parapet barrier. They do not apply to bridges on Contract Leveling Course projects that are in accordance with [[:Category:402 Bituminous Surface Leveling#402.1 Design of Contract Leveling Course Projects|EPG 402.1 Design of Leveling Course Projects]].<br />
<br />
When resurfacing and rehabilitating a bridge, consideration shall be given to upgrading the curb and parapet barrier by increasing the overall height if the barrier does not meet criteria given in these guidelines. The guidelines are based upon reviewing conditions that require satisfying height and horizontal parapet offset requirements using the minimum height of 27 inches in accordance with 2002 AASHTO 17<sup>th</sup> Edition and earlier editions and a maximum horizontal parapet offset of 6 inches from curb face to parapet face which is a MoDOT requirement ([[:Category:128 Conceptual Studies|EPG 128 Conceptual Studies]], 3R-Rural Design Criteria recommends a 6-inch brush curb). Upgrades to curb and parapet should be made by constructing a curb blockout. The following guidelines describe circumstances where it is, or is not, necessary to upgrade curb and parapet that were either originally built substandard or made substandard due to an earlier wearing surface or will be made substandard due to a proposed wearing surface.<br />
<br />
<u>Guidelines</u><br />
<br />
Look at the 5-year history of accidents on the bridge (beginning log mile to ending log mile). <br />
<br />
If there were any accidents in this time period that involved a vehicle ''striking the curb'', then curb and parapet not meeting current standards should be upgraded to meet the current (2016) MASH TL-4 requirement which is to increase the height to 36 inches. A 32” blockout height will be allowed, upon approval of the SPM or SLE, when either sight distance or weight restrictions are a concern.<br />
<br />
If there were NOT any accidents in the 5-year history AND if the grade is not being raised then it shall not be necessary to upgrade the curb and parapet. <br />
<br />
If the accident history or grade criteria are not met, then it shall be necessary to upgrade the curb and parapet. The district may submit a design exception to eliminate a curb blockout for bridges not on major routes and with AADT < 1700 when there is no history of accidents on the bridge and the grade is being raised no more than 2 inches from the 27-inch minimum height requirement. <br />
<br />
<u>Limiting Wearing Surface Thickness To Meet Guidelines</u><br />
<br />
The wearing surface thickness can be limited to that which would not cause the curb and parapet height to become substandard. An exception to this is a 1/4 to 3/8-inch height tolerance to allow for the possibility of placing a thin wearing surface on a bridge with an existing standard 27-inch high curb and parapet as measured from the original driving surface to the top of the parapet. Adding a thin wearing surface will not by itself make a satisfactory curb and parapet railing height substandard as reviewed and approved by MoDOT and FHWA. For overlay projects, where a curb blockout is already in place, the final blockout height shall not be less than 30 inches. <br />
<br />
Note: In all cases, the allowable wearing surface thickness would also be dependent on a structural review to confirm that the weight of the wearing surface would not lead to overstresses or an unacceptable posting.<br />
<br />
<u>Details</u><br />
<br />
The horizontal offset (or ledge) from the curb face to the parapet face is recommended to be between zero and 3 inches but shall not exceed 6 inches. If a curb blockout is used, the ledge shall not exceed 3 inches. <br />
<br />
End posts are not always the same width as the parapets. If the end posts are wider and if they extend towards the driving lanes, it shall be necessary to remove the end posts completely in order to construct the curb blockouts. If end posts extend towards the outside of the bridge, it may not be necessary to remove the end posts.<br />
<br />
The end treatment for the 36-inch blockout will require a maximum 6:1 slope to transition down to a maximum 32-inch end height near the guardrail attachment. A 32-inch blockout does not require a reduced height for the end treatment. The preferred end treatment will include a gradual width transition that approximates a 10:1 slope. A block inset for the guardrail attachment should be avoided.<br />
[[image:751.1.3.4.jpg|center|700px]]<br />
<br />
====Common Bridge Barrier and Railing (for Rehabilitations)====<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" | Type!! style="background:#BEBEBE" | Section<br/>(Test Level) !! style="background:#BEBEBE" width="160" | Allowed Wearing Surface !! style="background:#BEBEBE" width="180" | Required Retrofit !! style="background:#BEBEBE" width="210" | Notes<br />
|-<br />
| width="200" | '''Curb and Parapet'''<br/>(Brush Curb ≤ 6”)<br/>[[image:751.1.3.3 less than 6 in..jpg|130px]] || [[image:751.1.3.4 less than 6 section.jpg|130px]]<br/>(N/A) || 3/8” Thin Wearing Surface || Use in place with curb blockout for wearing surfaces greater than 3/8” from original deck surface || (1)<br />
|-<br />
| '''Curb and Parapet'''<br/>( Brush Curb > 6”)<br/>[[image:751.1.3.3 more than 6 in..jpg|130px]] || [[image:751.1.3.4 more than 6 section.jpg|130px]]<br/>(N/A) || None without retrofit || Use in place with curb blockout (preferred) or thrie beam railing. || (1)<br/>Horizontal step must be 6” or less to be UIP.<br />
|-<br />
| '''Brush Curb with Steel Rail'''<br/>[[image:751.1.3.3 street rail.jpg|130px]] || [[image:751.1.3.4 brush section.jpg|130px]]<br/>(N/A) || None without retrofit || Use in place with added curb blockout (preferred) or thrie beam railing. || (1)<br/>A variety of steel railing systems were employed on brush curbs. None are acceptable without retrofit.<br />
|-<br />
| '''Thrie Beam'''<br/>[[image:751.1.3.4 thrie beam.jpg|120px]] || [[image:751.1.3.4 thrie beam section.jpg|130px]]<br/>(NCHRP 350 TL-3) || 21” (Min.) from centerline of thrie beam to top of wearing surface || Use in place if minimum height to centerline of thrie beam is acceptable. || (2) <br/>May be embedded or bolted thru.<br/>W6x15 blockout is included for all new construction.<br/>Non-blocked railing may be used-in-place when no approach guardrail is provided. <br />
|-<br />
| '''Type A Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type A.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
| '''Type B Barrier'''<br/>[[image:751.1.3.3 safety barrier.jpg|130px]] || [[image:751.1.3.4 type b section.jpg|130px]]<br/>(MASH TL-3) || Up to 2” || Use in place. || (1)<br />
|-<br />
| '''Type C Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type C.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6” || Use in place. || (3)(4)<br>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
| '''Type D Barrier'''<br/>[[image:751.1.3.4 type d.jpg|130px]] || [[image:751.1.3.4 type d section.jpg|130px]]<br/>(MASH 2016 TL-4) || Up to 6” || Use in place. || (3)(4)<br/>Wearing surfaces greater than 3” require a bridge rating analysis<br />
|-<br />
| '''Type G Barrier'''<br/>(Photo not available) || [[image:751.1.3.4 Type G.jpg|130px]]<br/>(MASH 2016 TL-3) || Up to 2” || Use in place. || (3)<br/>Use if Type C is considered impractical.<br />
|-<br />
| '''Type H Barrier''' || [[image:751.1.3.4 type h section.jpg|150px]]<br/>(MASH 2016 TL-3) || Up to 2” || Use in place. || (3)<br/>Use if Type D is considered impractical. <br />
|-<br />
| '''32-inch Two Tube Rail'''<br/>[[image:751.1.3.3 steel two tube.jpg|130px]] || [[image:751.1.3.4 steel 2 section.jpg|130px]]<br/>(NCHRP 350 TL-4) || Up to 2” || Use in place. || (3)<br />
|-<br />
| '''38-inch Two Tube Rail'''<br/>(Photo not available) || [[image:751.1.3.4-MASH2016 tl-4.png|130px]]<br/>(MASH 2016 TL-4) || Up to 2” || Use in place. || (3)<br/>Not for use with turned-back abutment wings less than 18” thick.<br />
|-<br />
| '''12” x 29” Vertical Barrier'''<br/>[[image:751.1.3.4 vertical.jpg|130px]] || [[image:751.1.3.4 vertical section.jpg|130px]]<br/>(NCHRP 350 TL-3) || Up to 2” || End of barrier modification for new guardrail attachment. || (2)<br />
|-<br />
| '''Culvert Guardrail''' || [[image:751.1.3.4-NCHRP 350 TL-3.png|150px]]<br/>(NCHRP 350 TL-3 Thrie Beam or W-Beam) || [[606.1_Guardrail#606.1.3.1_Guardrail_Selection_and_Placement|See EPG 606.1.3.1 Guardrail Selection and Placement]] || Use in place. || If MGS is required for the approach, the MASH TL-3 standard shall be installed if space allows.<br />
|-<br />
| colspan=5 align="left" width="750" | (1) Shall not be used for redecks, widenings, and railing or cantilever full length replacements.<br/>(2) Typically specified for in-kind replacements. Shall not be used for redecks or widenings.<br/>(3) Typically specified for redecks, widenings, and railing or cantilever full length replacements.<br/>(4) A single sloped concrete barrier with fence attachment has not been successfully crash tested for MASH TL-4. A fence attachment reduces the test level to MASH TL-3.<br />
|}<br />
</center><br />
<br />
Aluminum handrail is not crashworthy and does not contribute to barrier height. Use only the concrete portion. <br />
<br />
Many other, less common, barrier and railing systems have been constructed. Most are not crashworthy for rural highway speeds. Generally, the replacement of the existing barrier or railing is the only means to upgrade. <br />
<br />
For additional information on curb blockouts, see [[#Guidelines for Curb Blockout|Guidelines for Curb Blockouts]].<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|[[image:751.1.3.3 curb and parapet.jpg|275px]]|| [[Image:751.1 Prelim Design Acceptable Rail No. 4.jpg|225px]]<br />
|}<br />
<br />
A curb blockout is utilized along full length of the curb. Bridge Division provides plans for curb blockouts.<br />
<br />
===751.1.3.5 Deck Repairs===<br />
<br />
The project scope is developed from a thoroughly developed structural rehabilitation checklist which includes the typical repairs covered in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704].<br />
<br />
'''Typical Repair'''<br />
<br />
Cleaning and epoxy coating of the bottom and edges of the superstructure is preferred over slab edge repair and unformed superstructure repair because of the relative short life of these repair especially when over traffic. However, consult with Structural Project Manager or the Structural Liaison Engineer for urban regions where repairing the overhang may be preferred. If requested by the core team for aesthetics with extensive patchwork of repairs visible to public, specify on the Bridge Memorandum to apply tinted sealer to slab edge repair and unformed superstructure repair to blend repair to existing concrete. <br />
<br />
'''Non-Typical Repair'''<br />
<br />
Modified deck repair is specified instead of half-sole deck repair on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
On rare occasions shallow deck repair is used in combination with half-sole deck repair as a cost savings measure on major bridges. Consult with the structural project manager or the structural liaison engineer prior to specifying shallow deck repair.<br />
<br />
===751.1.3.6 Deck Treatment===<br />
The [[media:751.1.3.6 Bridge Wearing Surface Flowchart.pdf|Bridge Wearing Surface Flowchart]] has been developed to aid in the selection of the appropriate deck treatment.<br />
<br />
When possible, multiple types of wearing surfaces should be allowed by specifying on the Bridge Memorandum the appropriate optional wearing surface. It shall also be specified if any of the wearing surfaces of the optional wearing surfaces are not allowed. The specific wearing surface shall be specified on the Bridge Memorandum when only one wearing surface option is allowed.<br />
<br />
'''Concrete Crack Filler'''<br />
<br />
Concrete crack filler in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 704] is typically used for bridges with deck ratings of 7, 8 or 9 with cracks 1/128 inch or less. May also be an option for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch and the deck fails a required pull off test.<br />
<br />
'''Concrete Wearing Surface'''<br />
<br />
A concrete wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 505] is the preferred deck treatment for bridges with deck ratings of 5 or 6 so long as the barrier height does not become substandard and the bridge remains not posted (or if already posted not be reduced).<br />
<br />
Typically, the wearing surface thickness that has the least impact on existing grade is specified on the Bridge Memorandum as the minimum required thickness. When this thickness equals the minimum allowable thickness, as shown below, consider adding 1/2 inch to the minimum required thickness specified on the Bridge Memorandum for hydro demolition projects to provide coverage over existing aggregate protruding into the new wearing surface. For bridges with special repair zones where two different minimum hydro demolitions depths are specified, then two corresponding minimum required thicknesses shall be specified on the Bridge Memorandum.<br />
<br />
{| border="1" class="wikitable" style="margin:auto"<br />
! Wearing Surface Type !! Allowable Thickness<br />
|- <br />
| Latex Modified || align="center" | 1¾" to 3"<br />
|-<br />
| Silica Fume || align="center" | 1¾" to 3"<br />
|-<br />
| Latex Modified Very Early Strength || align="center" | 1¾" to 3"<br />
|-<br />
| CSA Cement Very Early Strength || align="center" | 1¾" to 3"<br />
|-<br />
| Steel Fiber Reinforced || align="center" | 3" to 4"<br />
|-<br />
| Low Slump||align="center" | 2¼" to 3"<br />
|-<br />
| Polyester Polymer<sup>1</sup> || align="center" | 1" to 3"<br />
|-<br />
| colspan="2" | <sup>1</sup>1-inch minimum should be specified on the plans to ensure not less than 3/4 inch is applied in the field.<br />
|}<br />
<br />
For a deck without an existing wearing surface, scarification of the deck producing a very rough texture in accordance with Sec 216.20 is required to produce a bondable surface for the new concrete wearing surface. Typically, 1/2 inch of scarification is specified on the Bridge Memorandum. Scarification equipment may not engage the deck when less than 1/2 inch of scarification is specified.<br />
<br />
For a deck with an existing wearing surface, removing the existing wearing surface plus an additional amount of existing deck in accordance with Sec 216.30 is required to produce a very rough bondable surface for the new concrete wearing surface. Typically, 1/2 inch of additional existing deck is specified on the Bridge Memorandum. Removal equipment may not remove the entire existing wearing surface when less than 1/2 inch of additional deck is specified.<br />
<br />
When the estimated deck repair is more than 30 percent of the deck, one inch shall be specified for scarification or for the additional amount of existing deck with the removal of an existing wearing surface. Verify there will be a minimum of 1/2 inch of concrete above the top bars after scarification or after the removal of the existing wearing surface and if necessary, reduce one-inch depth accordingly.<br />
<br />
Total surface hydro demolition in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 216.110] performed after scarification or after the removal of the existing wearing surface is preferred for the establishment of a highly rough and bondable surface. For typical bridges, a minimum 1/2 inch of hydro demolition is specified on the Bridge Memorandum. For bridges with special repair zones, typically a 1/4-inch minimum is specified inside special repair zones to avoid deeper penetration into newly repaired areas and a 1/2-inch minimum is specified outside the special repair zones.<br />
<br />
Removal of existing deck repair in accordance with Sec 216.110 is required prior to hydro demolition. The estimated quantities for these removals shall include all previous conventional deck repairs, regardless of condition except that for bridges with special repair zones, the removal of all sound and unsound existing deck repairs inside special repair zones shall be included in the estimated quantities for half-sole repair.<br />
<br />
'''Polymer Wearing Surface'''<br />
<br />
A polymer wearing surface in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 623] may only be used if the deck passes a required pull off test. Polymer is typically used for bridges with deck ratings of 7, 8 or 9 with cracks greater than 1/128 inch.The polymer may also be an option for bridges with deck ratings of 5 or 6 that have load rating issues.<br />
<br />
{| border="1" class="wikitable" style="margin:auto"<br />
! Polymer Options<br />
|- <br />
|1/4″ Epoxy Polymer<br />
|-<br />
|3/8″ MMA Polymer Slurry<br />
|}<br />
<br />
If requested by the core team, a black beauty type aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface.<br />
<br />
If requested by the core team, a high friction (HFST) aggregate shall be specified on the Bridge Memorandum for MMA polymer slurry wearing surface pending a safety benefit/cost ratio analysis performed by district traffic staff. See [https://epg.modot.org/forms/JSP/NJSP1513.docx Roadway non-standard special provision NJSP1513] to reference aggregate requirements and surface friction test.<br />
<br />
If requested by the core team, preparation of reflective deck cracks shall be specified on the Bridge Memorandum if during the scoping process there is concern of primer loss with reflective deck crack size at the precast panel joints.<br />
<br />
'''Asphalt Wearing Surface or Seal Coat'''<br />
<br />
Asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 403], ultrathin asphalt wearing surfaces in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 413] and seal coats in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 409] are typically used on existing poor bridge decks to obtain a little more service life until it is practical to replace the bridge deck, superstructure or entire bridge.<br />
<br />
Grade B1 seal coat aggregate shall be used whenever a bridge deck is to receive an asphalt wearing surface. <br />
<br />
Grade A1 seal coat aggregate shall be used whenever the seal coat is to be the final riding surface. Grade C seal coats are no longer used for bridge applications because of dust issues.<br />
<br />
===751.1.3.7 Bridge Approach Slabs=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.8 Bridge End Drainage=== <br />
<br />
Follow guidance for new bridges and see [[:Category:503 Bridge Approach Slabs|EPG 503 Bridge Approach Slabs]].<br />
<br />
===751.1.3.9 Environmental Considerations: Asbestos and Lead===<br />
<br />
Check [[:Category:145 Transportation Management Systems (TMS)|TMS]]<sup>'''1'''</sup> to see if an asbestos and lead inspection has been performed for a structure and include the applicable note shown immediately below on the Bridge Memorandum under the Special Notes Section. The report in TMS will be located in the Images link under the Media tab for the structure. If there is not a report in TMS, please see the SPM/SLE or contact the Chemical Lab Director with a request. Include the applicable note of the two shown immediately below on the Bridge Memorandum depending on whether an inspection has not been performed or if the inspection report indicates that asbestos or lead, or both are present or not present. (These notes are also applicable for new replacement structures that involve removal of any part of an existing structure.)<br />
<br />
:''“Asbestos and lead inspections have not been performed on this structure (Bridge/Culvert # XXXXX). The Bridge Division will request these inspections and will include the report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”<br />
<br />
:''“Asbestos and lead inspections have been performed on this structure (Bridge/Culvert # XXXXX). Results indicate that <u>asbestos is present</u> <u>lead is present</u> <u>both are present</u> <u>both are not present</u>. The Bridge Division will include the inspection report in the electronic deliverables folder when submitting contract documents to the Design Division for the Letting (Bridge Item).”''<br />
<br />
<sup>'''1'''</sup>Available only to MoDOT employees. All others: contact the Bridge Division or the Structural Liaison Engineer directly for information related to EPG 751.1.3.9 Environmental Considerations: Asbestos and Lead.<br />
<br />
==751.1.4 Retaining Walls==<br />
===751.1.4.1 Overview===<br />
<br />
This article is intended to help with the issues unique to retaining walls. Many portions of [[751.1 Preliminary Design#751.1.2 Bridges/Boxes|EPG 751.1.2 Bridges/Boxes]] will still need to be used when working on retaining walls.<br />
<br />
<br />
Retaining walls are very much like bridges in that they require the many of the same items, such as:<br />
<br />
*Bridge Survey<br />
*Bridge Number<br />
*Bridge Memorandum<br />
*Soundings<br />
*Design Layout Sheet<br />
<br />
===751.1.4.2 Types of Walls===<br />
<br />
There are two general types of retaining walls used by MoDOT; cast-in-place (CIP) concrete walls and mechanically stabilized earth (MSE) walls. MSE walls are the preferred type due to their lower cost; however, there are several times when MSE walls cannot be used. These include:<br />
<br />
*When barrier or railing must be attached to the top of the wall.<br />
*When the underlying soil cannot support the weight of the fill and wall (must use CIP on piling).<br />
*When you don’t have adequate room behind the wall for the reinforcing straps.<br />
<br />
In general a minimum reinforcement length of 8.0 ft., regardless of wall height, has been recommended based on historical practice, primarily due to size limitations of conventional spreading and compaction equipment. Shorter minimum reinforcement lengths, on the order of 6.0 ft., but no less than 70 percent of the wall height, can be considered if smaller compaction equipment is used, facing panel alignment can be maintained, and minimum requirements for wall external stability are met.<br />
<br />
The requirement for uniform reinforcement length equal to 70 percent of the structure height has no theoretical justification, but has been the basis of many successful designs to-date. Parametric studies considering minimum acceptable soil strengths have shown that structure dimensions satisfying all of the requirements of Article 11.10.5 require length to height ratios varying from 0.8H for low structures, i.e. 10.0 ft., to 0.63 H for high structures, i.e. 40.0 ft.<br />
<br />
Significant shortening of the reinforcement elements below the minimum recommended ratio of 0.7H may only be considered when accurate, site specific determinations of the strength of the unreinforced fill and the foundation soil have been made. Christopher et al. (1990) presents results which strongly suggest that shorter reinforcing length to height ratios, i.e. 0.5 H to 0.6 H, substantially increase horizontal deformations.<br />
<br />
:The reinforcement length shall be uniform throughout the entire height of the wall, unless substantiating evidence is presented to indicate that variation in length is satisfactory.<br />
<br />
:A nonuniform reinforcement length may be considered under the following circumstances:<br />
<br />
:Lengthening of uppermost reinforcement layers to beyond 0.7H to meet pullout requirements or to address seismic or impact loads.<br />
<br />
:Lengthening of the lowermost reinforcement layers beyond 0.7H to meet overall (global) stability requirements based on the results of a detailed global stability analysis.<br />
<br />
:Shortening of bottom reinforcement layers to less than 0.7H to minimize excavation requirements, provided the wall is bearing on rock or very competent foundation soil.<br />
<br />
For walls on rock or very competent foundation soil, e.i., SPT > 50, the Bottom reinforcements may be shortened to a greater of 0.4H or 5 ft with the Upper reinforcements lengthened to compensate for external stability issues in lieu of removing rock or competent soil for construction. Design Guidelines for this case are provided in FHWA Publications No. FHWA-NHI-10-024.<br />
<br />
For conditions of marginal stability, consideration must be given to ground improvement techniques to improve foundation stability, or to lengthening of reinforcement.<br />
<br />
MSE walls are pre-qualified and listed on the internet in three categories:<br />
<br />
* Drycast modular block wall (DMBW-MSE) systems<br />
* Wetcast modular block wall (WMBW-MSE) systems<br />
* Precast modular panel wall (PMPW-MSE) systems<br />
<br />
Drycast modular block wall systems are battered walls with a maximum height of 10 feet. Drycast modular block wall systems have five major components: Dry cast modular blocks, pre-approved geogrid soil reinforcements, select granular backfill, unit fill and nonreinforced concrete leveling pad.<br />
<br />
Wetcast modular block wall systems are battered walls with a maximum height of 15 feet. Wetcast modular block wall systems have five major components: Wetcast modular blocks, pre-approved geogrid soil reinforcements, select granular backfill, unit fill and nonreinforced concrete leveling pad.<br />
<br />
Precast modular panel wall systems are vertical walls with heights that may exceed 10 feet. Precast modular panel wall systems have five major components: Precast modular panels, pre-approved soil reinforcements, anchorage devices, select granular backfill, and nonreinforced concrete leveling pad.<br />
<br />
Aesthetic enhancements may be used for either CIP or MSE walls. If [[751.1_Preliminary_Design#751.1.2.33_Aesthetic_Enhancements|EPG 751.1.2.33 Aesthetic Enhancements]] are required by the district, form liners and concrete stains are encouraged rather than actual brickwork and stonework since form liners and concrete stains typically need less maintenance, less loading, less detailing, less detailing, no extra support ledge and produce no risk of delamination or falling work. However, for MSE precast modular panel wall systems only, form liners are required for all panels. For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
Any deviation from the criteria listed shall be discussed with Structural Project Manager.<br />
<br />
===751.1.4.3 MSE Walls===<br />
<br />
Generally, both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall (Gutters are necessary if the slope of the fill can direct water towards the top of the wall, i.e., positive sloping and flat backfills). The district should decide whether to use Type A or Type B gutters ([https://www.modot.org/media/16880 Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([https://www.modot.org/media/16871 Standard Plan 607.11]) if fencing is required, and where they should drain (to be shown on roadway plans). For general guidelines, see [[751.24 LFD Retaining Walls#751.24.2 Mechanically Stabilized Earth (MSE) Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]]. <br />
<br />
You will also need to set the elevations for the top of the leveling pad. The minimum embedment depth of MSEW, which is the distance between the finished ground line and the top of the leveling pad, is based on this table: (FHWA-NHI-10-024, Table 2-1 and LRFD 11.10.2.2)<br />
<br />
{| border="1" cellspacing="0" cellpadding="5" align="center" style="text-align:center"<br />
| width="250" | '''Slope in Front of Wall''' || width="250" | '''Minimum Embedment Depth to Top of Leveling Pad'''<br />
|-<br />
| All Geometries || 2 ft minimum<br />
|-<br />
| Horizontal (walls) || H/20<br />
|-<br />
| Horizontal (abutments) || H/10<br />
|-<br />
| 3H:1V || H/10<br />
|-<br />
| 2H:1V || H/7<br />
|-<br />
| 1.5H:1V || H/5<br />
|}<br />
<br />
Where,<br />
<br />
H:V = Horizontal to vertical slope in the front of the wall<br />
<br />
H = Height of the wall as measured from the top of the leveling pad to the top of the wall <br />
<br />
The absolute minimum embedment is 2 ft except when rock is found near surface. When the soundings are returned from the Geotechnical Director, they will include a minimum embedment depth to the top of leveling pad, minimum soil reinforcement length necessary for global stability, bearing resistance and settlement requirements. If rock is encountered during excavation then the contractor shall immediately cease excavating and notify the engineer and contact Geotechnical Section to perform global stability and suggest a required minimum embedment depth to the top of leveling pad and required minimum soil reinforcement length.<br />
<br />
Preliminary cost estimating MSE walls is based on the unit price bid history and on the square footage of the area of the face of the wall. The unit price per square foot of wall includes wall elements, leveling pad and backfill. Excavation and retained fill are not included.<br />
<br />
If soundings indicate weak material exist, then the designer should investigate that sufficient right of way limits exist to address the required length for the soil reinforcement.<br />
<br />
For design requirements of permanent and temporary MSE wall systems, see [[:Category:720_Mechanically_Stabilized_Earth_Wall_Systems#720.2_Design_Requirements|EPG 720 Mechanically Stabilized Earth Wall Systems]]. <br />
<br />
For additional information, see [[751.24_LFD_Retaining_Walls#751.24.2_Mechanically_Stabilized_Earth_.28MSE.29_Walls|EPG 751.24.2 Mechanically Stabilized Earth (MSE) Walls]].<br />
<br />
===751.1.4.4 CIP Concrete Walls===<br />
<br />
Once you determine that you must use a CIP wall, there is very little to do as far as the layout of the structure. Both the horizontal alignment and the top of wall elevations are supplied by the district in the Bridge Survey. You do need to check the top of wall elevations to make sure the district accounted for any concrete gutters placed behind the top of the wall. These are necessary if the slope of the fill will direct water towards the top of the wall. The district should decide whether to use Type A or Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60900.pdf Standard Plan 609.00]), or Modified Type A or Modified Type B gutters ([http://www.modot.mo.gov/business/standards_and_specs/documents/60711.pdf Standard Plan 607.11]) if fencing is required, and where they should drain to.<br />
<br />
You will also need to set the elevations for the top of the footing, which should be a minimum of 2 feet below the finished ground line for walls south of Interstate 70 and 3 feet below the finished ground line for walls north of Interstate 70. In tight roadway situations where a barrier or railing is to be placed on top of the wall, make sure that a stem thickness of 16 inches will fit. <br />
<br />
Check with the district contact to determine if they want any coping on the exposed face of the wall.<br />
<br />
French drains will be used to relieve water pressure behind the CIP wall as a default. If you expect to encounter springs or swampy conditions, then check with the district contact on calling for an underdrain. If the decision is made to use an underdrain, the porous backfill and pipes are Roadway Items and this must be noted on the Bridge Memorandum and Design Layout.<br />
<br />
For details on requesting soundings, see [[751.1_Preliminary_Design#751.1.2.19_Soundings_.28Borings.29|EPG 751.1.2.19 Soundings (Borings)]].<br />
<br />
If you have indications that the foundation material is very poor in quality (less than 1 ton per sq. ft. allowable bearing), consider piling and include in the Preliminary Cost Estimate. Preliminary cost estimating should follow [[751.1_Preliminary_Design#751.1.2.17_Preliminary_Cost_Estimate|EPG 751.1.2.17 Preliminary Cost Estimate]] and be based upon unit price bid history. More refined cost estimating should follow cost-basing estimating.<br />
<br />
===751.1.4.5 Obstructions===<br />
<br />
Any time the retaining wall will encounter obstructions, provisions must be made on the final plans. Therefore, if you are aware of any obstructions, they should be called out on the Bridge Memorandum and Design Layout Sheet. Here are some examples of types of obstructions and how to describe them on the layout:<br />
<br />
<br />
::{|<br />
|-<br />
|width="150pt" style="border-bottom:2px solid black;"|Type of Obstruction||style="border-bottom:2px solid black;"|Description<br />
|-<br />
|Lighting Foundation||Std. 45’ Light Pole, Sta. 167+48.50,<br />
|-<br />
|&nbsp;||16 ft. left<br />
|-<br />
|Sign Truss Foundation||Truss T-72, Sta. 172+41.80, <br />
|-<br />
|&nbsp;||31 ft. right<br />
|-<br />
|Drop Inlet||2’ x 2’ Type D Drop Inlet,<br />
|-<br />
|&nbsp;||Sta. 163+12.45, 14 ft. left<br />
|}<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines|751.01]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.5_Structural_Detailing_Guidelines&diff=58600751.5 Structural Detailing Guidelines2026-05-06T14:26:06Z<p>Hoskir: /* 751.5.9.3.3 Fracture Control Plan (FCP) */ updated per RR4179</p>
<hr />
<div><div style="float: right; margin: 15px; border:1px solid black; width:20%; background-color: #f2f2f2; padding:5px; border-radius:5px; box-shadow:10px 10px 5px #888888"><br />
<center><b><u>Example Bridge Plans</u></b></center><br />
* [https://epg.modot.org/forms/general_files/BR/Example_plans_basic.pdf Typical Prestressed Concrete Tangent Bridge]<br />
----<br />
* [https://epg.modot.org/forms/general_files/BR/Example_plans_steel.pdf Alternate Sheets for Steel Bridges]<br />
----<br />
* [https://epg.modot.org/forms/general_files/BR/Example_plans_curve.pdf Additional Sheets for Curved Bridges]<br />
</div><br />
<br />
The scope of this article is to provide preferred detailing practices for in-house structural drawings in order to reduce revisions based solely on personal preferences.<br />
<br />
==751.5.1 General Detailing ==<br />
<br />
===751.5.1.1 Drafting Standards ===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" colspan ="4"|Drafting Standards Table of Contents<br />
|-<br />
|1. [[#751.5.1.1.1 CADD Levels|CADD Levels]]||2. [[#751.5.1.1.2 Line Conventions|Line Conventions]]||3. [[#751.5.1.1.3 Annotation|Annotation]]||4. [[#751.5.1.1.4 Reference Notes|Reference Notes]]<br />
|-<br />
|5. [[#751.5.1.1.5 Sections|Sections]]||6. [[#751.5.1.1.6 Hatching|Hatching]]||7. [[#751.5.1.1.7 Breaks|Breaks]]||8. [[#751.5.1.1.8 Surfaces|Surfaces]]<br />
|-<br />
|9. [[#751.5.1.1.9 Text Height|Text Height]]||10. [[#751.5.1.1.10 Number Format|Number Format]]||11. [[#751.5.1.1.11 Span Ranges|Span Ranges]]||<br />
|}<br />
</center><br />
====751.5.1.1.1 CADD Levels ====<br />
All bridge plans shall be drawn in OpenRoads Designer (ORD) and shall have the following levels, colors and line weights: <br />
<br />
[[image:751.5.1.1 CAD 2021.jpg|center|875px]]<br />
<br />
::::::Note: Colors represent line weights:<br />
:::::::Color 7 magenta = Weight 0 and 1<br />
:::::::Color 5 yellow = Weight 2<br />
:::::::Color 4 green = Weight 4<br />
:::::::Color 1 gray = Weight 5<br />
:::::::Color 2 red = Weight 7<br />
:::::::Color 8 brown = Weight 12 (borders)<br />
::::::'''*''' Level overrides are used to print a plan sheet in black and white with some text and/or geometry printing in color. Turn on Level Overrides in View Attributes, then print the sheet in color.<br />
<br />
====751.5.1.1.2 Line Conventions ====<br />
Reinforcing steel, except when sectioned, is shown by a single line. Centerlines are represented by a single dot between dashes. Hidden surfaces are represented by short dashed lines.<br />
<br />
Construction joints are drawn using concrete object lines as shown.<br />
: [[image:751.5.1.1 joints.jpg|100px]] <br />
<br />
Water surfaces will be shown by broken or dashed lines as shown. A Water Level Cell is available under CADD Standards: Front Sheets.<br />
: [[image:751.5.1.1 water.jpg|140px]]<br />
<br />
Patterns representing the type of ground shall be placed under ground lines. Patterns may be placed using a cell (under CADD Standards: Front Sheets), or as area fill (under CADD Standards: Area Patterns). When using area fill, turn on Drop Pattern to prevent it from placing a line around the perimeter of the pattern. The examples shown below were placed using area fill. <br />
<br />
[[image:751.5.1.1 ground line.jpg|center|800xp]]<br />
<br />
====751.5.1.1.3 Annotation ====<br />
Objects are annotated with dimensions and leader notes placed as close to the object as possible, crossing a minimum number of lines, and are to be placed outside the object whenever possible. <br />
<br />
Dimensions of angles between two objects shall be an arc dimension drawn with the center at the point of intersection of the objects except when 90°, then right angle square may be used. <br />
<br />
Dimension lines shall be normal to extension lines whenever possible. <br />
<br />
If the desired text of dimension lines will not fit clearly above and below the dimension line between extension lines, the arrows shall be placed outside the extension lines with the desired text placed on one side. If it is not possible to clearly place the desired text outside the extension lines, the text may be specified using a reference note (asterisk or (1), for example) or placed away from the dimension line using a leader note with its arrow attached to the center of the dimension line. <br />
<br />
Arrows placed inside the extension lines should have a minimum clearance of approximately one arrow length between each arrow. <br />
<br />
The leader line of leader notes should originate from the beginning or end of the text, and the text shall be left justified. <br />
<br />
Arrows of leader notes shall typically touch the edge of the objects they point to. When designating a structural steel member, the leg the arrow points to should be the first value mentioned in the note. <br />
<br />
Arrows of leader notes shall point to a tilde (~) placed inside the object when the note specifies work done to the surface of the object. A cell is available for this purpose under CADD Standards: General Annotation (<i>Tilde for Leader Notes</i>).<br />
<br />
====751.5.1.1.4 Reference Notes ====<br />
Reference notes are used when there is insufficient space to clearly designate the required information in a dimension or leader note. <br />
<br />
A reference note consists of an indicator located in the details and, at some other location on the sheet, the note specifying the required information, preceded by the indicator. <br />
<br />
Indicators shall either be asterisks without parentheses or numbers with parentheses. Numbers are recommended when more than three reference notes are required on a single sheet. <br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
| * ||width="50" align="center" | (1) || Used for first required reference note<br />
|-<br />
| ** || align="center" | (2) || Used for second required reference note<br />
|-<br />
| *** || align="center" | (3) || Used for third required reference note<br />
|-<br />
| || align="center" | (4) || Used for fourth required reference note<br />
|}<br />
<br />
Indicators on the same sheet shall be of sequential order without any omission in the order. <br />
<br />
If a reference note indicator is only required in one detail, the reference note shall either be placed near the indicator in the detail or directly below the title of the detail. <br />
<br />
If a reference note indicator is used for several details that are grouped close together, the reference note shall preferably be placed near the center of the group of details. <br />
<br />
Multiple reference notes using asterisk indicators, when listed together, shall be in sequential order with the asterisks being right justified so the text of the notes starts at the same location. <br />
<br />
If a reference note indicator is used for several details that are not grouped close together, the reference note shall be placed with the General Notes on that sheet. The [https://www.modot.org/approach-slabs-app Bridge Approach Slab Standard Drawings] are a good example of this case. If the General Notes are organized into subheadings, all of the reference notes shall be listed under a Reference Notes subheading. <br />
<br />
When several reference notes are required on a sheet but the notes vary by detail, the reference notes shall be located under a Reference Notes heading separate from the General Notes and grouped by detail using subheadings. The [https://www.modot.org/prestressed-panels-psp Precast Prestressed Panel Standard Drawings] are a good example of this case.<br />
<br />
====751.5.1.1.5 Sections, Elevations and Detail Circles====<br />
Sections and elevations perpendicular to the stationing are typically shown looking ahead stationing, with the exception of End Bent No.1, which is shown looking back stationing. <br />
<br />
Sections and elevations along (parallel to) the stationing are typically shown with back stationing on the left and ahead stationing on the right. <br />
<br />
The location of sections and elevations within other details shall be shown in those details by placing short thick lines just outside the limits of the object or at the limits of a part of the object. Where, for the sake of clarity, it is necessary to show the direction of the view taken, arrows may be used at the ends of these lines and at right angles thereto. A reference letter shall be placed at each of these lines or arrows with these same letters being used in the title of the section or elevation (SECTION A-A). A Section Arrow cell is available under CADD Standards: General Annotation, as well as in other categories where section arrows are often used.<br />
<br />
Detail circles are used around a portion of a detailed object that needs to be shown enlarged for the sake of clarity. Detail circles shall be annotated using a leader note such as “Detail A” followed by a reference letter with this same letter being used in the title of the enlarged detail (DETAIL A). <br />
<br />
Reference letters shall not be enclosed in quotation marks (Detail A, not Detail “A”). <br />
<br />
For all of the sheets pertaining to the same component of the structure (all of the End Bent No. 1 sheets), reference letters for sections and elevations shall be provided in alphabetical order as occurring on the plan sheets and reference letters for detail circles shall be provided in alphabetical order as occurring on the plan sheets.<br />
<br />
If possible, place the section detail, elevation detail or enlarged detail on the same sheet as the detail showing the location of such details. If this is not possible, place the details on another sheet, and refer to that sheet with a note, such as “Work this sheet with Sheet No. x.”; OR “For Detail A, see Sheet No. x”.<br />
<br />
====751.5.1.1.6 Hatching====<br />
Sectional views cutting through concrete shall be hatched with the conventional dot and triangle hatching. Care shall be taken to avoid dense or crowded hatching, particularly for sections showing reinforcing steel. Use <i>Concrete Areafill</i> available in CADD Standards: Area Patterns, or use the <i>Concrete Pattern Cluster</i> cell, which is available in several categories.<br />
<br />
Sectional views through reinforcing steel shall be shown solid. Bar size will likely need to be exaggerated for clarity. Use CADD Standard <i>Reinforcing Steel (In Section)</i>, under Geometry.<br />
<br />
Sectional views through structural steel shall be shown as parallel sloping line hatching. Use CADD Standard <i>Steel Hatching</i>, under Area Patterns. In special cases, for the sake of clarity, the sections through structural steel may be left open or shown solid. <br />
<br />
Except for special cases, all miscellaneous materials such as joint filler, castings, lead plate, etc. shall have sectional views shown hatched with light parallel lines, evenly spaced and sloped 45 degrees (preferred) to the horizontal.<br />
<br />
====751.5.1.1.7 Breaks====<br />
Breaks may be used in views for sake of clarity. “Short break” lines should be drawn without excessive waving or zigzag movements, and are drawn with the same line type as the broken object. A loop of the same line type may be used in showing breaks in round objects such as columns. “Long break” lines should be drawn as a solid line with one zig-zag near the center. Multiple zig-zags may be used for greater distances. Always use the <i>Long Break & Match Lines</i> CADD Standard under Geometry, NOT the same line type as the broken object.<br />
<br />
====751.5.1.1.8 Surfaces====<br />
Sloped or curved surfaces shall not be shaded except for special cases. <br />
<br />
====751.5.1.1.9 Text Height ====<br />
Small text used for notes, dimensions, leader notes and tabulated data shall be 1/8 inch tall. Small bold text used for subtitles and subheadings and for bench marks shall also be 1/8 inch tall. Medium text used for titles of notes, tables and details shall be 3/16 inch tall. Large text used for sheet titles shall be 1/4 inch tall. CADD Standards: General Annotation, along with Annotation Scale, will give the correct text heights for the chosen scale.<br />
<br />
====751.5.1.1.10 Span Ranges ====<br />
Bridge spans are identified by their range using parentheses and the adjacent hyphenated bent numbers. For example, Span (1-2) would define the span between the first and second bents. The order of the bent numbers correlates with the view (“Span (4-3)” if Bent 4 is on the left). Spans shall be labeled near the middle of the span directly under the overall bridge length dimension, if shown; otherwise directly under the span dimension.<br />
<br />
[[image:751.5.1.1 span.jpg|center|975px]]<br />
<br />
In details, the text used for labeling spans shall be all capitalized Small Bold text. Regular text shall be used in notes, with only the first letter being capitalized (Span 2-3).<br />
<br />
===751.5.1.2 Weights and Measures ===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" colspan ="4"|Weights and Measures Table of Contents<br />
|-<br />
|1. [[#751.5.1.2.1 General|General]]||2. [[#751.5.1.2.2 Lengths|Lengths]]||3. [[#751.5.1.2.3 Series|Series]]||4. [[#751.5.1.2.4 Stationing|Stationing]]<br />
|-<br />
|5. [[#751.5.1.2.5 Elevations|Elevations]]||6. [[#751.5.1.2.6 Batter|Batter]]||7. [[#751.5.1.2.7 Slopes|Slopes]]||8. [[#751.5.1.2.8 Temperatures|Temperatures]]<br />
|}<br />
</center><br />
<br />
====751.5.1.2.1 General====<br />
All weights and measures shall be in English units only. Dual units shall not be used. <br />
<br />
In notes, units shall be completely spelled out (1/2 pound, 3 inches) except in cases of very lengthy units (50 ksi, 10 cfs) and for lengths when feet and inches are both required (9’-3”). <br />
<br />
In dimensions, leader notes and tabulated data, unit symbols shall be used if available, otherwise unit abbreviations shall be used.<br />
<br />
When used as an adjective in a note, weights or measures shall be hyphenated with the singular form of the appropriate unit or unit abbreviations (30-pound roofing felt, 6-inch lifts).<br />
<br />
====751.5.1.2.2 Lengths ====<br />
<br />
Lengths two feet or greater shall be specified in feet and inches. Lengths less than two feet shall be specified in inches. Inches shall be reported in fractions not decimals (3/4 inch, not 0.75 inch; 2 1/2 inches, not 2.5 inches) except in the bill of reinforcing steel. In notes, there is no need to report zero inches. A zero is required in front of fractions when both foot and inch unit symbols are being used. See the following for examples:<br />
<br />
[[image:751.5.1.2 lengths.jpg|center|700px]]<br />
<br />
In general, lengths shall be reported to the nearest 1/8 inch. Where close work is required, lengths for metals may be reported to the nearest 1/16, 1/32 or 1/64 inch. Substructure layout for horizontally curved bridges shall be reported to the nearest 1/16 inch if necessary. Haunch, deflection and camber shall be reported to the nearest 1/16 inch for steel structures, while haunch and camber shall be reported to the nearest 1/8 inch for concrete structures. Lengths for individual legs of shaped reinforcing bars shall be reported using ¼-inch increments. Lengths of straight reinforcing bars shall be reported using one-inch increments.<br />
<br />
In notes, an attribute such as thickness shall follow the unit of measure if required for clarification. Typically, such attributes should not be required with dimensions and leader notes since clarity is obtained through the detail. See the following for examples:<br />
<br />
[[image:751.5.1.2 attribute.jpg|center|550px]]<br />
<br />
Lengths listed in a series shall be separated using lowercase “x” in lieu of “by”. In notes, the unit of measure shall be placed at the end of the series of the same units with plurality based on the last length. One exception is that units are always required preceding attributes. The length attribute when required shall be reported last. See the following for examples: <br />
<br />
[[image:751.5.1.2 series.jpg|center|550px]]<br />
<br />
[[image:751.5.1.2 multi line.jpg|center|500px]]<br />
<br />
====751.5.1.2.3 Series ====<br />
A dimension line shall be used to designate a series of items such as reinforcing bars or piles. The dimension line shall be placed between the outside limits of the series and the series designated as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+ <br />
! colspan ="3"|Designation of a Series of Items<br />
|-<br />
!Method!! When to Use!! Example<br />
|-<br />
|Quantity Only || align="left"|small quantity clearly shown and equally distributed across the entire width of the member ||4-#7-H10<br />
|-<br />
|rowspan="3"|Quantity and Spacing Together||align="left"| exact spacing required ||5 Piles @ 5'-9" cts.<br />
|-<br />
|align="left"|start and end location fixed and the actual spacing of the required quantity is slightly less than a desired spacing || 8-#6-H19 @ abt. 8" cts.<br />
|-<br />
|align="left"|start and end location fixed and the actual spacing of the required quantity is not close to a desired spacing || | |__<u>12-#6-D20</u>__|<br/>(Equally spaced)<br />
|-<br />
|Quantity & Spacing Separate||align="left"| series has variable spacing||width="260" | |__<u>16-#5-K1 and K2</u>__|<br/>| (Spaced as shown) |<br/> |__<u>5 Spa. @ 6"|10 Spa. @ 8"</u>__|<br />
|-<br />
|Spaced with Other||align="left"| when items are to be placed at same location of another series of items that already have spacing designated|| | |__<u>11-#5-K4</u>__|<br/> (Spaced with K1 and K2)<br />
|-<br />
|Spaced Elsewhere||align="left"| when series has already been designated in another detail, useful when multiple bar marks are involved|| | |__<u>#6-U-Bars</u>__|<br/>(Spa. as shown in Elevation)<br />
|}<br />
</center><br />
<br />
: A minimum of three items are required to be a series, otherwise designate using leader notes.<br />
: Always use the symbol @ and the abbreviations <i>cts.</i> and <i>abt.</i> All other words may be abbreviated if necessary for space in accordance with [[#751.5.1.3.1 Abbreviations|Abbreviations]].<br />
: Show all reinforcement in sectional views. Show only outside bars of the series in plan and elevation views. Show all of the items for all other series (piles in a beam cap).<br />
<br />
====751.5.1.2.4 Stationing ====<br />
Stations are points on the baseline at specified distances from the beginning point with 100 feet equaling one full station. All stationing should be carried to the nearest hundredth foot (1+50.14 identifies a location 150.14 feet from the beginning point of a route).<br />
<br />
====751.5.1.2.5 Elevations ====<br />
Elevations shall be designated on the plans in feet, to the nearest hundredth, except as noted below.<br />
<br />
Report to the nearest tenth of a foot for water surface elevations.<br />
<br />
Report to the nearest foot for minimum tip penetration, pile cleanout penetration, minimum galvanized penetration and estimated maximum scour depth. (Any additional accuracy is acceptable, but not warranted.)<br />
<br />
The foot unit is not required (Elevation 1234.98). Elevations shall be shown as close to their actual location as possible. Break lines may be used where necessary due to space limitations.<br />
<br />
====751.5.1.2.6 Batter ====<br />
Batter is used to express the slight slope built into structural elements, such as piles, that are typically built vertical. Batter is reported by the horizontal component in inches per 12 inches vertically (Batter 2” per 12”).<br />
<br />
====751.5.1.2.7 Slopes ====<br />
Slopes are expressed in non-dimensional ratios. The horizontal component shall always be shown first followed by the vertical component, separated by a colon. The horizontal component is unitary for slopes greater than 45 degrees and the vertical component is unitary for slopes less than 45 degrees. The components in a slope ratio must be of identical units. Slopes shall be specified “(Normal)” if perpendicular to a skewed member. <br />
[[image:751.5.1.2 slopes.jpg|center|400px]] <br />
<br />
====751.5.1.2.8 Temperatures ====<br />
Temperatures are expressed using the Fahrenheit scale. Specific values of temperatures and ranges of temperatures shall be followed by the degree symbol and the Fahrenheit abbreviation. Temperature tolerances need only show the degree symbol (the temperature shall not be less than 40°F ±10°).<br />
<br />
===751.5.1.3 Grammar and Punctuation===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" colspan ="4" | Grammar and Punctuation Table of Contents<br />
|-<br />
| 1. [[#751.5.1.3.1 Abbreviations & Acronyms|Abbreviations & Acronyms]] || 2. [[#751.5.1.3.2 Symbols|Symbols]] || 3. [[#751.5.1.3.3 Capitalization|Capitalization]] || 4. [[#751.5.1.3.4 Plurality|Plurality]]<br />
|-<br />
| 5. [[#751.5.1.3.5 Verb Tense|Verb Tense]] || 6. [[#751.5.1.3.6 Punctuation|Punctuation]] || 7. [[#751.5.1.3.7 Nomenclature|Nomenclature]] ||<br />
|}<br />
</center><br />
<br />
====751.5.1.3.1 Abbreviations & Acronyms ====<br />
Care shall be taken to avoid the extravagant use of abbreviations. <br />
<br />
Titles may use abbreviations only where required by lack of space.<br />
<br />
'''Pay Items:''' The following units shall be used for pay items in quantity tables: <br />
{| class="wikitable" style="margin: 1em auto 1em auto"<br />
|-<br />
|width="120"| cu. foot||width="120"| each||width="120"| linear foot||width="120"| pound||width="120"| sq. yard<br />
|-<br />
|cu. yard|| gallon|| lump sum|| sq. foot|| ton<br />
|}<br />
<br />
'''Leader Notes, Dimensions and Tabulated Data:''' Approved abbreviations may be used for dimensions, leader notes and tabulated data, except the abbreviated “typ.”, “min.” and “max.” shall always be used. <br />
<br />
'''Notes:''' In general, abbreviations shall not be used in notes. Some exceptions include: <br />
<br />
:*sections of the standard specifications (Sec) <br />
:*acronyms (ASTM)<br />
:*lengthy units (psi or ksi, lb/sf) <br />
:*specific temperature (40°F) <br />
:*specific size other than reinforcement (No. 4 sieve)<br />
:*specific number (Intermediate Bent No. 2) <br />
:*where space is very limited <br />
<br />
Abbreviations of units of measure are written without periods, with the exception of inches since it could be confused with the preposition. <br />
<br />
Units raised to a power should be reserved for tabulated data and leader notes. <br />
<br />
The following list of abbreviations and acronyms shall be observed where applicable. Abbreviations should be capitalized if shown that way below; otherwise capitalization shall be in accordance with [[#751.5.1.3.3 Capitalization|Capitalization]]. Unless otherwise shown below, abbreviations shall always use the singular form. <br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
| about || abt.<br />
|-<br />
| abutment || abut.<br />
|-<br />
| American Association of State Highway and Transportation Officials || AASHTO<br />
|-<br />
| angle || ang.<br />
|-<br />
| approach || appr.<br />
|-<br />
| approximately || approx.<br />
|-<br />
| approved || appv.<br />
|-<br />
| alternate or alternately || alt.<br />
|-<br />
| area || ar.<br />
|-<br />
| American Society for Testing and Materials || ASTM<br />
|-<br />
| anchor bolt || A.B.<br />
|-<br />
| April || Apr.<br />
|-<br />
| asphalt || asph.<br />
|-<br />
| August || Aug.<br />
|-<br />
| avenue || ave.<br />
|-<br />
| average || avg.<br />
|-<br />
| height="10" | || <br />
|-<br />
| baluster || bal.<br />
|-<br />
| backfill || bkfl.<br />
|-<br />
| beam || bm.<br />
|-<br />
| bearing || brg.<br />
|-<br />
| beginning || beg.<br />
|-<br />
| bench mark || B.M.<br />
|-<br />
| bent || bt.<br />
|-<br />
| between || btwn.<br />
|-<br />
| bevel || bev.<br />
|-<br />
| bituminous || bit.<br />
|-<br />
| bottom || bott.<br />
|-<br />
| bracket || brkt.<br />
|-<br />
| bridge || br. (or BR, when referring to Bridge Division)<br />
|-<br />
| building || bldg.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| cantilever || cant.<br />
|-<br />
| carbon fiber reinforced polymer || CFRP<br />
|-<br />
| cast-in-place || CIP<br />
|-<br />
| cast iron || c.i.<br />
|-<br />
| center || ctr.<br />
|-<br />
| centers (spacing, e.g. #4 @ 6” cts.) || cts.<br />
|-<br />
| Central District || CD<br />
|-<br />
| Central Office || CO<br />
|-<br />
| channel (stream) || chan.<br />
|-<br />
| clear or clearance || cl.<br />
|-<br />
| closed-ended cast in place (piles) || CECIP<br />
|-<br />
| collision (wall) || coll.<br />
|-<br />
| column || col.<br />
|-<br />
| concrete || conc.<br />
|-<br />
| concrete minimum compressive strength || f’c<br />
|-<br />
| concrete minimum compressive strength at initial loading || f’ci<br />
|-<br />
| Concrete Reinforcing Steel Institute || CRSI<br />
|-<br />
| connection || conn.<br />
|-<br />
| construction || const.<br />
|-<br />
| continuous || cont.<br />
|-<br />
| corrugated || corr.<br />
|-<br />
| counterfort || ctft.<br />
|-<br />
| countersunk || ctsk.<br />
|-<br />
| county || co.<br />
|-<br />
| creek || cr.<br />
|-<br />
| creosoted || creo.<br />
|-<br />
| cubic foot (unit of measure) || cf or ft<sup>3</sup><br />
|-<br />
| cubic inch (unit of measure) || cu. in. or in<sup>3</sup><br />
|-<br />
| cubic yard (unit of measure) || cy or yd<sup>3</sup><br />
|-<br />
| cubic foot per second (unit of measure) || cfs<br />
|-<br />
| culvert || culv.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| dead load (loading) || DL<br />
|-<br />
| December || Dec.<br />
|-<br />
| deck girder || d.g.<br />
|-<br />
| degree (angular unit of measure)(temperature range unit of measure) || deg<br />
|-<br />
| department || dept.<br />
|-<br />
| design || des.<br />
|-<br />
| design flood (elevation) || D.F.<br />
|-<br />
| detail || det.<br />
|-<br />
| diagram || diag.<br />
|-<br />
| diameter || dia.<br />
|-<br />
| diameter (shown as dimension) || D.<br />
|-<br />
| ditto (steel details) || do.<br />
|-<br />
| division || div.<br />
|-<br />
| double || dbl.<br />
|-<br />
| drawing || dwg.<br />
|-<br />
| File Extension for a CADD file in ORD || .dgn<br />
|-<br />
| height="10" | || <br />
|-<br />
| each || ea.<br />
|-<br />
| east || E<br />
|-<br />
| eastbound || EB<br />
|-<br />
| eastbound lane || EBL<br />
|-<br />
| elevation || elev.<br />
|-<br />
| embedment, or embedded || embed.<br />
|-<br />
| engineer || engr.<br />
|-<br />
| equal or equally || eq.<br />
|-<br />
| estimate or estimated || est.<br />
|-<br />
| excavation || exc.<br />
|-<br />
| existing || exist.<br />
|-<br />
| expansion || exp.<br />
|-<br />
| exterior || ext.<br />
|-<br />
| height="10" | ||<br />
|-<br />
|fabricated|| fab.<br />
|-<br />
|Fahrenheit (temperature scale)|| F<br />
|-<br />
|far side (steel details)|| f.s.<br />
|-<br />
| February || Feb.<br />
|-<br />
| federal || fed.<br />
|-<br />
| fiber reinforced polymer || FRP<br />
|-<br />
| fill face (culvert details) || f.f.<br />
|-<br />
|fixed ||fix.<br />
|-<br />
|flange|| flg.<br />
|-<br />
|floor|| fl.<br />
|-<br />
|foot (unit of measure)|| ft<br />
|-<br />
|footing ||ftg.<br />
|-<br />
| height="10"| || <br />
|-<br />
|gallon (unit of measure)|| gal<br />
|-<br />
|galvanize|| galv.<br />
|-<br />
|gauge|| ga.<br />
|-<br />
|girder|| gdr.<br />
|-<br />
| glass fiber reinforced polymer || GFRP<br />
|-<br />
| grade || gr.<br />
|-<br />
| height="10" | || <br />
|-<br />
| head || hd.<br />
|-<br />
| hexagonal || hex.<br />
|-<br />
|high strength (for bolts)|| H.S.<br />
|-<br />
|high water (elevation) ||H.W.<br />
|-<br />
|highway ||hwy.<br />
|-<br />
|horizontal|| horiz.<br />
|-<br />
|hour (time unit of measure)|| hr<br />
|-<br />
| height="10"| || <br />
|-<br />
|impact (loading)|| IM<br />
|-<br />
|inch (unit of measure) ||in.<br />
|-<br />
|include ||incl.<br />
|-<br />
|inner diameter (shown as a dimension) ||I.D.<br />
|-<br />
|interior or intermediate ||int.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| January || Jan.<br />
|-<br />
| joint || jt.<br />
|-<br />
| July || Jul.<br />
|-<br />
| June || Jun.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| Kansas City District || KC<br />
|-<br />
| kilopound (unit of measure) || kip<br />
|-<br />
| kilopound per cubic feet (unit of measure) || kcf<br />
|-<br />
| kilopound per square feet (unit of measure) || ksf<br />
|-<br />
| kilopound per square inch (unit of measure) || ksi<br />
|-<br />
| height="10" | || <br />
|-<br />
| lateral (steel details) || lat.<br />
|-<br />
| left || lt. <br />
|-<br />
| length || lgth.<br />
|-<br />
| linear or lineal (feet, inches) || lin.<br />
|-<br />
| linear foot (unit of measure) || lf<br />
|-<br />
| live load (loading) || LL<br />
|-<br />
| Load Factor Design || LFD<br />
|-<br />
| Load & Resistance Factor Design || LRFD<br />
|-<br />
| longitudinal || long.<br />
|-<br />
| low water (elevation) || L.W.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| March || Mar.<br />
|-<br />
| maximum || max.<br />
|-<br />
| mechanical bar splice|| MBS<br />
|-<br />
| median || med.<br />
|-<br />
| memorandum || memo.<br />
|-<br />
| Microcomposite Multistructural Formable Steel</br>(high tensile strength rebar) || MMFX<br />
|-<br />
| mile (unit of measure) || mi<br />
|-<br />
| miles per hour (unit of measure) || mph<br />
|-<br />
| minimum || min.<br />
|-<br />
| minute (angular unit of measure) (time unit of measure) || min<br />
|-<br />
| miscellaneous || misc.<br />
|-<br />
| Missouri Highway & Transportation Commission || MHTC<br />
|-<br />
| Missouri Highway & Transportation Department || MHTD (No longer used. Now MoDOT)<br />
|-<br />
| height="10"| ||<br />
|-<br />
| near side (steel details) || n.s.<br />
|-<br />
| nominal || nom.<br />
|-<br />
| north || N<br />
|-<br />
| northbound || NB<br />
|-<br />
| northbound lane || NBL<br />
|-<br />
| northeast (or Northeast District) || NE<br />
|-<br />
| northwest (or Northwest District) || NW<br />
|-<br />
|not applicable or not available (table data) ||N/A<br />
|-<br />
|November|| Nov.<br />
|-<br />
|number ||no.<br />
|-<br />
| number (specific number, e.g. Sheet No. 3) || No.<br />
|-<br />
| height="10" | || <br />
|-<br />
| octagonal || oct.<br />
|-<br />
| October || Oct.<br />
|-<br />
| open-ended cast in place (piles) || OECIP<br />
|-<br />
| optional || opt.<br />
|-<br />
| ordinary high water (elevation) || O.H.W.<br />
|-<br />
| ordinate || ord.<br />
|-<br />
| outer diameter (shown as a dimension) || O.D.<br />
|-<br />
| overflow || o.f.<br />
|-<br />
| overhead || o.h.<br />
|-<br />
| height="10" | || <br />
|-<br />
| pair (reinforcement call out, 6 Pr. #7-U21) || pr.<br />
|-<br />
| paragraph || par.<br />
|-<br />
| perpendicular || perp.<br />
|-<br />
| piece (for partial structural shapes) || pc.<br />
|-<br />
| plate || pl.<br />
|-<br />
| point || pt.<br />
|-<br />
| polyvinyl chloride (for conduit and pipes) || PVC<br />
|-<br />
| portable document format (file extension) || .pdf<br />
|-<br />
| pound (unit of measure)(do not use #) || lb<br />
|-<br />
| pound per cubic feet (unit of measure) || pcf<br />
|-<br />
| pound per square inch (unit of measure) || psi<br />
|-<br />
| prestressed || P/S<br />
|-<br />
| profile || pr.<br />
|-<br />
| project || proj.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| radius || rad.<br />
|-<br />
| radius (shown as a dimension) || R.<br />
|-<br />
| railroad || R.R.<br />
|-<br />
| railway || rlwy.<br />
|-<br />
| rehabilitate or rehabilitated || rehab.<br />
|-<br />
| reinforcing or reinforcement || reinf.<br />
|-<br />
| retaining (wall) || ret.<br />
|-<br />
| right || rt.<br />
|-<br />
| river || r.<br />
|-<br />
| roadway || rdwy.<br />
|-<br />
| route || rte.<br />
|-<br />
| rubber compound || rub. comp.<br />
|-<br />
| height="10" | || <br />
|-<br />
| second (unit of measure) || s<br />
|-<br />
| section || sec.<br />
|-<br />
| section of MO standard and supplemental specifications || Sec<br />
|-<br />
| September || Sep.<br />
|-<br />
| shear connector || S.C.<br />
|-<br />
| sheet || sh.<br />
|-<br />
| shoulder || shldr.<br />
|-<br />
| Simple for Dead load and Continuous for Live load steel bridge || SDCL<br />
|-<br />
| south || S<br />
|-<br />
| southbound || SB<br />
|-<br />
| southbound lane || SBL<br />
|-<br />
| southeast (or Southeast District) || SE<br />
|-<br />
| southwest (or Southwest District) || SW<br />
|-<br />
| space(s), spacing or spaced || spa.<br />
|-<br />
| specification || spec.<br />
|-<br />
| square || sq.<br />
|-<br />
| square foot (unit of measure) || sf or ft<sup>2</sup><br />
|-<br />
| square inch (unit of measure) || sq in. or in<sup>2</sup><br />
|-<br />
| square mile (unit of measure) || sq mi or mi<sup>2</sup><br />
|-<br />
| square yard (unit of measure) || sy or yd<sup>2</sup><br />
|-<br />
| standard || std.<br />
|-<br />
| station || sta.<br />
|-<br />
| stay-in-place || SIP<br />
|-<br />
| steel minimum yield strength || fy<br />
|-<br />
| St. Louis District || SL<br />
|-<br />
| stream face (culvert details) || s.f.<br />
|-<br />
| street || st.<br />
|-<br />
| stringer || str.<br />
|-<br />
| structural || struc.<br />
|-<br />
| structural liaison engineer (consultants’ contact person) || SLE<br />
|-<br />
| structural project manager || SPM<br />
|-<br />
| substructure || substr.<br />
|-<br />
| superelevation || s.e.<br />
|-<br />
| superstructure || superstr.<br />
|-<br />
| symmetrical || symm.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| tangent || tan.<br />
|-<br />
| through || thru<br />
|-<br />
| thread || thd.<br />
|-<br />
| transportation project manager (at district) || TPM<br />
|-<br />
| transverse || trans.<br />
|-<br />
| truss || tr.<br />
|-<br />
| typical || typ.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| use in place || U.I.P.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| variable || var.<br />
|-<br />
| vertical || vert.<br />
|-<br />
| vertical curve (length in curve data) || V.C.<br />
|-<br />
| vertical point of intersection (curve data) || VPI<br />
|-<br />
| height="10" | ||<br />
|-<br />
| weight || wt.<br />
|-<br />
| welded wire reinforcement || WWR<br />
|-<br />
| west || W<br />
|-<br />
| westbound || WB<br />
|-<br />
| westbound lane || WBL<br />
|-<br />
| widen or widening || wid.<br />
|-<br />
| with || w/<br />
|-<br />
| without || w/o<br />
|-<br />
| wrought iron || w.i.<br />
|-<br />
| height="10" | ||<br />
|-<br />
| yard (unit of measure) || yd<br />
|-<br />
| year (unit of measure) || yr<br />
|-<br />
|}<br />
<br />
====751.5.1.3.2 Symbols ====<br />
In general, symbols shall not be used in notes. Some exceptions include:<br />
:*the # symbol when calling out bar sizes (#4)<br />
:* measurements with both feet and inches (2’-0¾”)<br />
:* where space is very limited<br />
<br />
<br />
Symbols shall be used in dimensions, leader notes and tabulated data for noting reinforcing bars, structural steel shapes, bolts, welding, lengths, angles, etc. Unit symbols shall not be omitted where they apply, except in authorized designation of structural steel shapes, e.g. HP10x42.<br />
<br />
The following list of approved symbols shall be observed where applicable and are shown with the required spacing. Welding symbols are not shown below but shall be in accordance with American Welding Society (AWS) and with [[#751.5.9.3.1. Welding|EPG 751.5.9.3.1 Welding]].<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" |Word!!style="background:#BEBEBE" |Symbol !!style="background:#BEBEBE" |No Space Before/After<br/>(Example) !!style="background:#BEBEBE" |Special Character<br/>Code<br />
|-<br />
|and||align="center"|&||align="center"|NA||align="center"|NA<br />
|-<br />
|angle (generic)||align="center"|∠||align="center"|NA (5/8''"'' ∠)||align="center"|\8736<br />
|-<br />
|angle (structural designation)||align="center"|L||align="center"|after (L5x3½x¾) ||align="center"|NA<br />
|-<br />
|asterisk||align="center"|*||align="center"|NA||align="center"|\8727<br />
|-<br />
|at (spacing)||align="center"|@||align="center"|NA||align="center"|NA<br />
|-<br />
|baseline||align="center"|[[image:751.5.1.3.2 baseline.jpg|16px]]||align="center"|NA||align="center"|\0163<br />
|-<br />
|centerline||align="center"|[[image:751.5.1.3.2 centerline.jpg|15px]]||align="center"|NA||align="center"|\0161<br />
|-<br />
|degree (angular unit of measure)||align="center"|°||align="center"|before (20°)||align="center"|\0176<br />
|-<br />
|degree (temperature)||align="center"|°||align="center"|before & after (5°F)||align="center"|\0176<br />
|-<br />
|diameter||align="center"|Ø||align="center"|before (¾''"''Ø)||align="center"|\11585<br />
|-<br />
|equal||align="center"|=||align="center"|NA||align="center"|NA<br />
|-<br />
|inch||align="center"|''"''||align="center"|before (3''"'')||align="center"|NA<br />
|-<br />
|foot||align="center"|'' ' ''||align="center"|before (5''ʹ'')||align="center"|NA<br />
|-<br />
|minus (subtraction)||align="center"| - ||align="center"|NA||align="center"|NA<br />
|-<br />
|minus (negative)(tolerance)||align="center"| - ||align="center"|after (-15°)||align="center"|NA<br />
|-<br />
|minute (angular unit of measure)||align="center"|'' ʹ ''||align="center"|before (15''ʹ'')||align="center"|NA<br />
|-<br />
|number (size classification)||align="center"| #||align="center"|after (#4 bar)||align="center"|NA<br />
|-<br />
|plate||align="center"|[[image:751.5.1.3.2 plate.jpg|16px]]||align="center"|NA||align="center"|\0162<br />
|-<br />
|plus (addition)||align="center"| + ||align="center"|NA||align="center"|NA<br />
|-<br />
|plus (tolerance)||align="center"| + ||align="center"|after (+10%)||align="center"|NA<br />
|-<br />
|plus or minus (approximation)||align="center"| ± ||align="center"|before (2''"''±)||align="center"|\0177<br />
|-<br />
|plus or minus (tolerance)||align="center"| ± ||align="center"|after (±15°)||align="center"|\0177<br />
|-<br />
|per (unit combinations)||align="center"| / ||align="center"|before & after (lb/ft)||align="center"|NA<br />
|-<br />
|percent||align="center"|%||align="center"|before (15%)||align="center"|NA<br />
|-<br />
|second (angular unit of measure)||align="center"|'' " ''||align="center"|before (30''"'')||align="center"|NA<br />
|}<br />
</center><br />
<br />
====751.5.1.3.3 Capitalization ====<br />
The following capitalization rules shall be used except notes for design specifications, loadings and unit stresses shall match as shown in [[751.50 Standard Detailing Notes#A1. Design Specifications, Loadings & Unit Stresses and Standard Plans|EPG 751.50, A1. Design Specifications, Loadings & Unit Stresses and Standard Plans]]. <br />
<br />
[[image:751.5.1.3.3 capitalization 2017.jpg|center|750px]]<br />
<br />
Titles and subtitles of details and sheet titles shall be in all capitals, including bracketed information, except for units of measure, e.g. PART SECTION (TYPICAL). <br />
<br />
Titles, subtitles and headings of notes and tables and items in tables (except for quantity tables) shall have all nouns, pronouns, adjectives, verbs, adverbs and prepositions capitalized except for units of measure. The capitalization of the pay items in quantity tables shall be in accordance with [[751.6 General Quantities|EPG 751.6 General Quantities]].<br />
<br />
Units of measurement shall always be lowercase except for Fahrenheit (F).<br />
<br />
====751.5.1.3.4 Plurality ====<br />
The following words are typically used as noncount nouns in singular form. When these words describe a quantity of items then the item shall be made plural, e.g., two material samples shall be taken or three pipe units shall be tested.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" |Noncount Nouns<br />
|-<br />
|guardrail<br />
|-<br />
|material (Exception: Materials Division)<br />
|-<br />
|pile<br />
|-<br />
|pipe<br />
|}<br />
</center><br />
<br />
For consistency, when referring to a group of items, the name is pluralized and not the indicator. See the examples below.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" |Correct !!style="background:#BEBEBE"|Incorrect <br />
|-<br />
|Sheets No. 1, 2 & 3|| Sheet Nos. 1, 2 & 3 <br />
|-<br />
|Walls No. 1, 2 & 3|| Wall Nos. 1, 2 & 3 <br />
|-<br />
|Bents No. 1, 2 & 3|| Bent Nos. 1, 2 & 3 <br />
|-<br />
|}<br />
</center><br />
<div id="When dimensions and quantities"></div><br />
When dimensions and quantities of items are used as hyphenated adjectives (describing another object) the dimension unit or the item shall always be in singular form.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" |Examples<br />
|-<br />
|align="center"|4-inch hole<br />
|-<br />
|align="center"|Three-strand cable<br />
|}<br />
</center><br />
<br />
====751.5.1.3.5 Verb Tense ====<br />
Past tense shall be used for required work on the plans as if already completed, e.g., STAGED CONSTRUCTION as a title, not STAGE CONSTRUCTION.<br />
<br />
Past tense shall also be used with verbs used as adjectives, including words describing the orientation of structures or structural components, e.g. prestressed girders or squared end precast panels.<br />
<br />
Present tense shall be used for all instructions, e.g., Remove timber header when concrete pavement is placed, see end bent sheets for details.<br />
<br />
====751.5.1.3.6 Punctuation ====<br />
'''General'''<br />
<br />
Notes shall be written using complete punctuated sentences. Sentence fragments of explanatory or qualifying remarks marked off by parentheses may be inserted into completed punctuated sentences.<br />
<br />
Leader notes and dimensions shall consist of sentence fragments. Sentence fragments are never punctuated. Use parentheses to divide separate multiple fragments, e.g., #4 Bars under bearing (6” Maximum spacing of stirrups).<br />
<br />
'''Quotation Marks'''<br />
<br />
Quotation marks shall only be used in instructions to quote the exact words that are to be written by the contractor, e.g. the word “RECOATED” shall be painted on the structure. Quotation marks shall not be used for emphasis and around specific items such as titles of tabulated data, pay items or section letters.<br />
<br />
'''Hyphens'''<br />
<br />
Hyphens, without spaces before or after the hyphen, shall be used to link two or more words or elements that act as a single idea. The following rules shall be followed. <br />
<br />
:<u>Compound Adjectives Before a Noun</u><br />
<br />
:::Examples: cast-in-place slab, 72-hour-old concrete. <br />
:::::* But not for: slab is cast in place, concrete is 72 hours old. <br />
:::Examples: I-girder bridge, H-pile footing, R-bar shape <br />
:::::* But not for: I girders shall be…, H pile are used…, R bar shall be…<br />
:::Examples: 1/4-inch joint, one-fourth-inch joint<br />
:::::* But not for: joint is 1/4 inch, joint is one-fourth inch.<br />
:::Examples: 3/4-inch joint, three-fourth-inch joint<br />
:::::* But not for: joint is 3/4 inch, joint is three-fourths inch.<br />
:::Examples: 1 1/2-inch pipe, one-and-one-half-inch pipe.<br />
:::::* But not for: pipe is 1 1/2 inches, pipe is one and one-half inches.<br />
:::Examples: one-strand cable, three-strand cable, lot-by-lot basis, chain-link fence, hot-mix asphalt.<br />
<br />
:<u>Compound Numbers 21-99</u><br />
:::Example: Twenty-two feet<br />
<br />
:<u>Verbs Using Compound Nouns</u><br />
:::Examples: water-proof surfaces, hydro-demolition deck<br />
<br />
:<u>Fractions (Spelled Out)</u><br />
:::Examples: One and five-eighths, One-third of slab<br />
<br />
:<u>Prefixes and Suffixes</u><br />
::''Before Proper Nouns or Adjectives ''<br />
:::Example: mid-July<br />
:::::* But not: midpoint<br />
<br />
::''Between Duplicated Vowels ''<br />
:::Examples: re-established, pre-existing, semi-invalid<br />
:::::* But not: subbase, prestressed<br />
<br />
::''Avoiding Confusion''<br />
:::De- (e.g., de-icing)<br />
:::::* But not: defrost<br />
:::Co- (e.g., co-pilot)<br />
<br />
::''Always With''<br />
:::Self- (e.g., self-propelled)<br />
:::-free (e.g., tack-free)<br />
:::-based (e.g., water-based)<br />
<br />
:<u>Reinforcement Callouts</u> <br />
::''In Bar Marks Between the Bar Size and Bar Designation''<br />
:::Example: #4-H100 <u>(dimensions, leader notes & notes)</u> <br />
::''Between Number Required and the Bar Mark ''<br />
:::Examples: 6-#4-H100 <u>(dimensions & leader notes)</u><br />
::::::Six #4-H100 bars (notes)<br />
::''Between Pairs Required (Pr.) and the Bar Mark ''<br />
:::Examples: Pr.-#4-H100 <u>(dimensions & leader notes)</u><br />
::::::Pair of #4-H100 bars (notes)<br />
::''Not Between Number Required and Pairs (Pr.)'' <br />
:::Examples: 4 Pr.-#4-H100 <u>(dimensions & leader notes)</u><br />
::::::Four pairs of #4-H100 bars (notes)<br />
<br />
====751.5.1.3.7 Nomenclature ====<br />
In addition to that found in Sec 100, the following engineering terminology, when required, shall be used on bridge plans. This list is not meant to be all inclusive, but primarily contains terminology unique to MoDOT.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+<br />
!Terminology!! Application<br />
|-<br />
|beam|| In general any horizontal supporting member however the term is specifically applied to the following superstructure members: steel wide flange members, and precast concrete box, precast voided slab and precast solid slab members.<br />
|-<br />
|blockout|| A one word noun used for voids formed into structural elements for a particular application (expansion device blockout, flange blockout) or used for a structural element placed in the void formed into another element (curb blockout).<br />
|-<br />
|block out|| A verb used for the process of forming a void into a structural element (The contractor shall block out the end of the top flange to accommodate the placement of diaphragm reinforcement.)<br />
|-<br />
|complete in place|| This phrase is used to cover all work and material required to complete a particular task or construct a particular item. Hyphens are not used and the phrase is usually set apart from the rest of the sentence with commas (Concrete masonry, complete in place, will be paid for…).<br />
|-<br />
|deck|| The portion of the superstructure that supports the live load<br />
|-<br />
|girder|| Large longitudinal superstructure members specifically applied to the following: steel plate girders, precast concrete I, precast bulb-tee, precast double-tee and precast NU members, and any cast-in-place concrete member.<br />
|-<br />
|guardrail|| Roadway traffic barrier consisting of heavy-gauge rolled steel beams mounted on strong posts. It is used to protect traffic from roadside obstacles or to prohibit traffic movements.<br />
|-<br />
|option ||A noun used for one of the choices which can be made. <br />
|-<br />
|optional|| An adjective used for not compulsory; left to personal choice; elective. <br />
|-<br />
|saw cut|| A noun or adjective used for joints cut into structural elements for a particular application (Silicone shall be placed in the saw cut) (The saw cut joint shall…).<br/>A verb used for the process of cutting a joint into a structural element (The contractor shall saw cut the barrier to the depth shown on plans.)<br />
|-<br />
|slab|| Flat structural member usually formed of a single piece and can transfer loads horizontally to supporting members (slab on beam) or vertically to a supporting base material (slab on grade).<br />
|}<br />
<br />
====751.5.1.3.8 Numbers====<br />
In notes, the numbers zero and one shall always be spelled out (one inch, zero degrees) while all numbers shall be spelled out if at the start of a sentence (Two feet is the minimum distance…).<br />
<br />
In notes, the numerals 2 through 10 shall be used for specific numbered items or if followed by a unit of measure otherwise spell out the number (Bent No. 4, 2 feet, 9 miles, six bolts, eight bars). In dimensions, tabulated data and leader notes; the numerals 2 through 10 shall be used even with quantity of items (6 bolts, 8 bars).<br />
<br />
Numerals shall be used for all numbers in excess of ten (11 feet, 14 books, 26 miles, 12 sections) except for numerals beginning a sentence of a note (Twelve posts shall…).<br />
<br />
Commas shall be used for numbers 10,000 and greater, for example 14,000 versus 9642.<br />
<br />
Periods shall be used for the decimal marker of decimal numbers and preceded by zero for numbers less than one (0.254).<br />
<br />
Fractions used in dimensions, tabulated data and single-lined leader notes shall be written with undersized text using a vinculum separating the numerator from the denominator and immediately follow whole numbers (<math> 3 \tfrac {1}{2} </math>"), except for rare cases where lack of vertical space makes this impractical (also known as “stacked” fractions).<br />
<br />
Fractions used in notes and multiple-lined leader notes shall be written with regular text using a forward slash separating the numerator from the denominator and separated from whole numbers by a space (1 1/2).<br />
<br />
Where multiple numbers are needed in a note, use commas or reword to avoid confusion (Instead of “Use 36 0.6”Ø Grade 270 strands with…”, say “Use 36 strands, 0.6”Ø Grade 270, with…”); or spell out one or more of the numbers (Two 1 1/2-inch diameter bolts).<br />
<br />
===751.5.1.4 Contract Plan File Name Convention===<br />
The file naming convention for all Bridge contract plans shall be: '''B_[bridge#]_[sheet#]_[job#]_[''optional'' description].dgn'''. (''Example:'' B_A8690_004_J3S2219_BENT1.dgn'')<br />
<br />
::'''B''' for Bridge.<br />
::'''[bridge number]''' (e.g. A8690).<br />
::'''[sheet#]''' is the number of a particular sheet unique to a bridge number (e.g. 004).<br />
::'''[job#]''' is the job number assigned to the project (e.g. J3S2219).<br />
::'''[''optional'' description]''' is an abbreviated description of the sheet information (e.g. BENT1, DRAINvert, BCelev, SLABplan ).<br />
<br />
NO spaces or special characters shall be used in the filename. Acceptable characters are letters, numbers, underscores or dashes.<br />
<br />
===751.5.1.5 Order of Plan Sheets ===<br />
<br />
The following table provides the preferred order of plan sheets for most new girder and beam bridges or the widening of girder and beam bridges. <br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+<br />
!Type of Sheet!! General Name of Sheet !!Comments<br />
|-<br />
|rowspan="4" width="150"|Location and Layout|| width="400"|Plan and General Elevation (Front Sheet) ||rowspan="4" width="325" valign="bottom"|<sup>1</sup> Required with curved bridges.<br />
|-<br />
|Estimated Quantities and General Notes <br />
|-<br />
|Staged Construction <br />
|-<br />
|Substructure Layout <sup>1</sup><br />
|-<br />
|rowspan="6"| Substructure||CIP Piles|| rowspan="6"|<br />
|-<br />
|First End Bent <br />
|-<br />
|Vertical Drain at End Bents <br />
|-<br />
|Intermediate Bents <br />
|-<br />
|Last End Bent <br />
|-<br />
|Bearings and Girder/Beam Chairs <br />
|-<br />
|rowspan="6"|Superstructure:<br/>Concrete <br/>Girders and Beams||Girder Layout<sup>1 & 2</sup>||rowspan="6" valign="top"|<sup>2</sup>Steel intermediate diaphragm details may be added to this sheet if space allows.<br/><sup>3</sup> For NU Girders, WWR sheet comes before the Bars sheet.<br/><sup>4</sup> Required with an expansion device at the end bent. <br />
|-<br />
|Prestressed Girders or Beams<sup>3</sup><br />
|-<br />
|Steel Intermediate Diaphragms <br />
|-<br />
|End Diaphragm at First End Bent <sup>4</sup><br />
|-<br />
|Diaphragms at Intermediate Bents <br />
|-<br />
|End Diaphragm at Last Bent <sup>4</sup> <br />
|-<br />
|rowspan="6"|Superstructure:<br/>Steel Girders and Beams <sup>5</sup>|| Plan of Structural Steel||rowspan="6" |<sup>5</sup> For simpler bridges, the sheets shown may be details that are combined on sheets titled “Steel Plate Girders” or “Steel Wide Flange Beams”<br />
|-<br />
|Elevation of Girder/Beam <br />
|-<br />
|Girder/Beam Curve Offsets <sup>1</sup> <br />
|-<br />
|Camber and Dead Load Deflection <br />
|-<br />
|Splices <br />
|-<br />
|Diaphragms, Crossframes and Stiffeners <br />
|-<br />
|rowspan="8"|Superstructure:<br/>Bridge Decks|| Precast Prestressed Panels ||rowspan="8"|<sup>6</sup> Camber refers to the P/S camber diagram and is only required for concrete members.<br/>Haunching refers to the diagram for concrete members and to the detail for steel members.<br/>Slab Elevations refer to the theoretical bottom of slab elevation table.<br/>Often the haunching and slab elevations for steel members are shown on the same sheet with camber and dead deflection diagrams for simpler bridges.<br />
|-<br />
|Slab Drains <br />
|-<br />
|Expansion Devices <br />
|-<br />
|Camber, Haunching and Slab Elevations<sup>6</sup><br />
|-<br />
|Plan of Slab Showing Reinforcement <br />
|-<br />
|Section Thru Slab <br />
|-<br />
|Slab Pouring Sequence <br />
|-<br />
|Slab Curve Ordinates<sup>1</sup> <br />
|-<br />
|rowspan="3"|Superstructure:<br/>Barrier or Railing|| Elevation Sheet ||rowspan="3"| <br />
|-<br />
|Barrier or Railing Details at End Bents <br />
|-<br />
|Median Barrier Details <br />
|-<br />
|rowspan="5"|Miscellaneous Sheets|| Approach Slab ||rowspan="5"| <br />
|-<br />
|Bill of Reinforcing Steel <br />
|-<br />
|Sign Attachments <br />
|-<br />
|As-Built Pile and/or Drilled Shaft Data <br />
|-<br />
|Boring Data<br />
|}<br />
</center><br />
<br />
For simpler bridges some of the above sheets may be combined, for example the section thru slab and slab pouring sequence are often on the same sheet. At the discretion of the Structural Project Manager identical end bents can both use the details of the first end bent with the number of the last end bent being added to the sheet title. Also at the discretion of the Structural Project Manager identical or similar intermediate bents can use the same details adding tables for variable dimensions.<br />
<br />
For large or complex structures with a large amount of details an Index Sheet is often added as the front sheet. The Location Sketch, Land Survey Block, and the Structural Title Block typically located on the Plan and General Elevation Sheet is located with the Index of Drawings on the Index Sheet.<br />
<br />
===751.5.1.6 Example Bridge Plan Sheets=== <br />
The following contains example bridge plan sheets with commentary:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left" align=center<br />
|+ <br />
! style="background:#BEBEBE" width="350" | '''Example Bridge Plans'''<br />
|-<br />
| align="center" | [https://epg.modot.org/forms/general_files/BR/Example_plans_basic.pdf Typical Prestressed Concrete Tangent Bridge]<br />
|-<br />
| align="center" | [https://epg.modot.org/forms/general_files/BR/Example_plans_steel.pdf Alternate Sheets for Steel Bridges]<br />
|-<br />
| align="center" | [https://epg.modot.org/forms/general_files/BR/Example_plans_curve.pdf Additional Sheets for Curved Bridges]<br />
|}<br />
<br />
===751.5.1.7 Contract Addendums and Construction Changes===<br />
<br />
'''Contract Addendums:''' <br />
:* All contract addendums are new documents/plan sheets<br />
:* Central Office Design Division controls contract addendum releases and sequential ordering.<br />
<br />
A bid revision (contract addendum) will be required if any of the contract documents require revisions after the project has been advertised but before the letting. The revisions shall be made in accordance with [https://epg.modot.org/index.php?title=103.1_Bid_Opening_and_Award_Process#103.1.6.6.1.1_Revisions_to_Plan_Sheets EPG 103.1.6.6.1.1.Revisions to Plans Sheets] while maintaining the existing information. The file names of the revised plan sheets shall be in accordance with [https://epg.modot.org/index.php?title=103.1_Bid_Opening_and_Award_Process#103.1.6.6.1.2_File_Naming_Convention_for_Plan_Sheet_Changes EPG 103.1.6.6.1.2 File Naming Convention for Plan Sheet Changes]. It is important that revision numbers used in the file names of the revised sheets saved to the appropriate contract plans folder in ProjectWise correspond to the number of the contract addendum in coordination with Central Office Design Division Bidding and Contract Services. The new files shall be processed in accordance with [[237.9 Submission of Plans and Supporting Documents#237.9.4 File Naming Convention for Addendums|EPG 237.9.4 File Naming Convention for Addendums]].<br />
<br />
'''Construction Changes:''' <br />
:* Construction changes may be new plan sheets or revised plan sheets.<br />
:* Bridge Division controls construction change releases and sequential ordering.<br />
:* Sequential ordering for multiple structures in a project is relative to each structure.<br />
<br />
A bridge change order (construction change) will be required if the final contract bridge plans require revisions after the project has been awarded. Similar to contract addendums, change order revisions shall be made while maintaining the existing information. <br />
<br />
Revisions shall be identified with leader notes with a “C” prior to a sequential bridge change order number (not project) circumscribed by a triangle. For example, all revisions for the first bridge change order shall be identified with a “1” in the triangle, all revisions for the second bridge change order with a “2” in the triangle, etc. Following the triangle should be one of the following: <br />
<br />
:* “Added” ← for identifying new details being added<br />
:* “Deleted” ← for identifying existing details being deleted<br />
:* New values replacing existing values <br />
<br />
The overall revision to the sheet shall also be noted near the lower right side of the sheet using the same “C” and triangle format as used with the individual revisions made on the sheet. Following the triangle should be one of the following:<br />
<br />
:* “Revised (Date)” ← for existing sheets with revisions being added<br />
:* “Sheet Added (Date)” ← for new sheets being added<br />
:* “Sheet Deleted (Date)” ← for existing sheets being deleted<br />
<br />
The file name for all revised sheets for the first bridge change order shall contain a _C001 at the end of the final contract plan file name; the second bridge change order shall contain a _C002; etc. The signed and sealed revised plan sheets shall be saved to the appropriate contract plans folder in ProjectWise. The following example shows the progression of file names for plan sheets during bidding and construction. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" |[[media:751.5.1.4 file names.pdf|Progression of File Names During Bidding and Construction]]<br />
|}<br />
</center> <br />
The signed and sealed change order plan sheets shall be printed to pdf, combined into a single file and saved in the appropriate eProjects location. The Structural Project Manager shall send a link to this file via email to the Resident Engineer and copied to others for processing. A change order template for Outlook is available in [https://modotgov.sharepoint.com/:f:/r/sites/CO_BR/Shared%20Documents/General/Development/Development_Masters/Email_Templates?csf=1&web=1&e=rPxMZ1 Development_Forms]. <br />
<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
!colspan="2"|Examples<br />
|-<br />
| width="175" align="center"|'''Revising Existing Sheets''' ||rowspan="2"| [[image:751.5.1.4 revising 2016.jpg|center|675px]]<br />
|-<br />
|valign="top"|When minor change order revisions can be made clearly to existing sheets, items revised, added or deleted are enclosed using the Detail Circle line type. The overall revision to the sheet is noted near the lower right side of the sheet.<br/>The date and description of the revision may also be added to the final plans title block (optional).<br />
|-<br />
|align="center"|'''Deleting Existing Sheets'''||rowspan="2"|[[image:751.5.1.7 deleting 2024.png|center|425px]]<br />
|-<br />
|valign="top"|When details on a sheet are no longer applicable, or change order revisions are too complicated to be made clearly, the entire sheet is crossed out with a bold line (match border). The deletion is noted near the lower right side of the sheet<br/>The date and description of the revision may also be added to the final plans title block (optional).<br />
|-<br />
|align="center"|'''Adding New Sheets''' ||rowspan="2"|[[image:751.5.1.4 adding 2016.jpg|center|675px]]<br />
|-<br />
|valign="top"|When a new sheet is needed to replace a deleted sheet or to add additional change order details, the addition is noted near the lower right side of the sheet.<br/>The date and description of the revision may also be added to the final plans title block (optional).<br />
|}<br />
<br />
==751.5.2 Location and Layout Sheets ==<br />
<br />
===751.5.2.1 Plan and General Elevation (Front Sheet) ===<br />
Typically, the first sheet of bridge plans for new structures and the widening or extension of existing structures shows a Plan Detail, a General Elevation Detail and several information blocks. For the rehabilitation of existing bridges a Typical Section Thru Deck Detail is shown instead of the Plan and General Elevation. There are also several supplementary details, dependent on the type of structure that may be required. This subarticle provides detailing guidelines for these items. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" colspan ="5"|Front Sheet Table of Contents<br />
|-<br />
|1. [[#751.5.2.1.1 Plan Detail|Plan Detail]]||2. [[#751.5.2.1.2 General Elevation Detail|General Elevation Detail]]||3. [[#751.5.2.1.3 Information Blocks|Information Blocks]]||rowspan="2" width="150"|4. [[#751.5.2.1.4 Typical Section Thru Existing Deck Detail|Typical Section Thru Existing Deck Detail]]||5. [[#751.5.2.1.5 Supplementary Details|Supplementary Details]]<br />
|-<br />
|1.1 [[#751.5.2.1.1.1 Substructure Elements|Substructure Elements]]||2.1 [[#751.5.2.1.2.1 General Elevation View|General Elevation View]]||3.1 [[#751.5.2.1.3.1 Structure Description|Structure Description]] ||5.1 [[#751.5.2.1.5.1 Location Sketch|Location Sketch]]<br />
|-<br />
|1.2 [[#751.5.2.1.1.2 Skew Detail|Skew Detail]]||2.2 [[#751.5.2.1.2.2 Elevations|Elevations]]||3.2 [[#751.5.2.1.3.2 Land Survey|Land Survey]]|| ||5.2 [[#751.5.2.1.5.2 Foundation Data|Foundation Data]]<br />
|-<br />
|1.3 [[#751.5.2.1.1.3 Boring Locations|Boring Locations]]||2.3 [[#751.5.2.1.2.3 End of Slab|End of Slab]]||3.3 [[#751.5.2.1.3.3 Final Plans Title|Final Plans Title]]|| ||5.3 [[#751.5.2.1.5.3 Hydraulic Data|Hydraulic Data]]<br />
|-<br />
|1.4 [[#751.5.2.1.1.4 Bridge Roadway Width|Bridge Roadway Width]]||2.4 [[#751.5.2.1.2.4 Bent Number & Fixity|Bent Number & Fixity]]||3.4 [[#751.5.2.1.3.4 Standard Plans|Standard Plans]]|| ||<br />
|-<br />
|1.5 [[#751.5.2.1.1.5 Features Crossed|Features Crossed]]||2.5 [[#751.5.2.1.2.5 Vertical Alignment Data|Vertical Alignment Data]]||3.5 [[#751.5.2.1.3.5 Bench Mark|Bench Mark]]|| ||<br />
|-<br />
|1.6 [[#751.5.2.1.1.6 North Arrow & Curve Data|North Arrow & Curve Data]]||2.6 [[#751.5.2.1.2.6 Ground Lines|Ground Lines]]||3.6 [[#751.5.2.1.3.6 Structural Title|Structural Title]]|| ||<br />
|-<br />
|1.7 [[#751.5.2.1.1.7 Miscellaneous Notes|Miscellaneous Notes]]||2.7 [[#751.5.2.1.2.7 Features Crossed|Features Crossed]]|| || ||<br />
|-<br />
|1.8 [[#751.5.2.1.1.8 Miscellaneous Details|Miscellaneous Details]] ||2.8 [[#751.5.2.1.2.8 Slope Protection|Slope Protection]]|| || ||<br />
|-<br />
| ||2.9 [[#751.5.2.1.2.9 Miscellaneous Notes|Miscellaneous Notes]]|| || ||<br />
|-<br />
| ||2.10 [[#751.5.2.1.2.10 Miscellaneous Details|Miscellaneous Details]]|| || ||<br />
|}<br />
</center><br />
====751.5.2.1.1 Plan Detail====<br />
The following items shall be included in or near the Plan Detail. <br />
<br />
=====751.5.2.1.1.1 Substructure Elements=====<br />
For new bridges or the widening of existing bridges the following substructure elements shall be drawn to scale and shown in the Plan Detail. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+<br />
|width="175"|Beam Caps<sup>1</sup> ||width="175"|Detached Wings||width="175"| Rock Sockets<br />
|-<br />
|Collision Walls|| Drilled Shafts|| Seal Courses<br />
|-<br />
|Columns|| Footings|| Tie Beams<br />
|-<br />
|Deadman Anchors|| Piles<sup>2</sup> ||Webs<br />
|}<br />
</center><br />
:::<sup>1</sup> Incidental details, such as steps, keyways, and anchor bolts (at the top of beams) shall not be shown. <br />
<br />
:::<sup>2</sup> Sway bracing shall not be shown at intermediate pile cap bents. Battered piles need only be shown for a short distance past the edge of the bent ending with a long break line. <br />
<br />
The substructure shall be labeled and dimensioned as shown below. The first drawing specifies roadway elevations as profile grade elevations, since the profile grade is located at the centerline of roadway. On the second drawing, these elevations are specified as grade elevations. The second figure also shows the additional dimension required at the intermediate bents when the centerline of the roadway does not pass through the geometric center of the intermediate bents. This occurs with all unsymmetrical roadways and occasionally symmetrical roadways with horizontally curved continuous prestressed bridges. These drawings are applicable to both tangent and horizontally curved bridges.<br />
<br />
[[image:751.5.2.1_plan_07-23.png|center|950px]]<br />
[[image:751.5.2.1 plan notes.jpg|center|920px]]<br />
<br />
For dual roadways/divided highways, the centerline of median shall be shown and specified and the perpendicular or radial offset from centerline of roadway shall be dimensioned.<br />
<br />
For tangent, squared structures, the transverse centerline of the bents line up with the centerline of the structure, and therefore the centerline of bent can be added to the centerline of structure’s leader note.<br />
<br />
When the profile grade is not along the centerline of roadway, but is along either the centerline of structure or median, the profile grade shall be added to the appropriate leader note. When the profile grade is not along the centerline of roadway, structure or median, the location of profile grade shall be shown in the roadway width detail in accordance with [[#751.5.2.1.1.4 Bridge Roadway Width|Roadway Width]].<br />
<br />
The span lengths for steel and prestressed bridges given in the Bridge Memorandum or Design Layout are horizontal dimensions. For prestressed girder or beam sheets, the actual girder or beam length shall be adjusted accordingly for grade. <br />
<br />
The following additional dimensions shall also be shown in the plan detail:<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+<br />
|Length and width of footings and seal courses<br />
|-<br />
|Perpendicular distance from centerline of piles to the front face and to the fill face of end bents<br />
|}<br />
</center><br />
<br />
=====751.5.2.1.1.2 Skew Detail=====<br />
The following skew detail shall be drawn off the centerline of roadway (right angle square can also be used instead of 90° angle dimension):<br />
<br />
[[image:751.5.2.1 tangent.jpg|center|950px]]<br />
<br />
For curved bridges where the referenced radial line occurs at a congested location, and it is not possible to show the skew detail clearly, state the skew requirements by providing the following note:<br />
<br />
:For Skewed Bents:<br />
::All bents are parallel to a line skewed __ <u>right</u> <u>left</u> advanced from a radial line at station __.<br />
<br />
:For Squared Bents:<br />
::All bents are parallel to a radial line at station __.<br />
<br />
=====751.5.2.1.1.3 Boring Locations=====<br />
All available boring data locations shall be shown with the boring symbol (<i>Boring Symbol</i> cell, under CADD Standards: Front Sheets)<br />
<br />
Each boring location shall be labeled with its identifying number.<br />
<br />
[[image:751.5.2.1.1.3_10-26-93.png|350px]]<br />
<br />
Add [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#Boring_Data Notice and Disclaimer Regarding Boring Log Data] near the Plan detail. This note is available as a cell in CADD Standards: Detailing Notes (<i>E3.2 Notice and Disclaimer</i>).<br />
<br />
If inadequate space is available for placement of the disclaimer note, place the portion that says “Indicates location of borings.” (including the symbol), and place the rest of the note on the General Notes and Estimated Quantities Sheet. Add a note nearby stating, “For Notice and Disclaimer Regarding Boring Log Data, see Sheet No. _.”<br />
<br />
=====751.5.2.1.1.4 Bridge Roadway Width=====<br />
A small portion of the outside edges of the bridge roadway shall be shown at the proper location within one of the spans if space allows, but may be placed adjacent to bridge if required for clarity. The dimension of the overall roadway width shall be provided, followed by “Roadway”. The dimensions from the centerline of roadway to each edge of the roadway shall be provided also. If the profile grade is not along the centerline of roadway, structure or median, a small portion of the profile grade shall also be shown, and the offset dimension from the centerline of roadway provided. The dimensions need not be specified as radial for curved structures.<br />
<br />
See the Bridge Memorandum for location of the profile grade. Generally, the profile grade will be shown in the cross section through the superstructure on the slab sheet and in the plan view on the front sheet of the design plans. Generally, the profile grade is at the centerline of roadway for two-way traffic bridges. For one-way traffic bridges used in standard divided highways, the profile grade is at some other location away from the centerline of roadway. When the profile grade is not located along the centerline of the roadway, the centerline of roadway elevations shall be specified as grade elevations.<br />
<br />
=====751.5.2.1.1.5 Features Crossed=====<br />
<br />
'''Centerlines of Features Crossed'''<br />
<br />
The centerline of existing, new and future roadways, railroads and trails (if known) shall be shown at their proper location, extended slightly past the boundary of the bridge. The intersection of a centerline with the bridge’s centerline shall be specified as follows. <br />
<br />
[[image:751.5.2.1 alignments crossed.jpg|center|950px]] <br />
<br />
The centerline of dual lane roadways shall also be shown and specified with the appropriate lane designation.<br />
<br />
'''Boundary and Clearances of Features Crossed'''<br />
<br />
Using boundary lines (style 2, weight 1) the edge of travel lanes, shoulders and barrier of roadways and the edges of trails shall be shown at their proper location, extended slightly past the boundary of the bridge. The travel lanes and shoulders shall be dimensioned and labeled as shown in the following detail. The barrier shall be labeled as well.<br />
<br />
The minimum horizontal clearance to the closest substructure element, wall element, rigid barrier, or to the toe of slope steeper than 3 to 1 (1V:3H) on each side of each roadway and railroad underneath a bridge shall be dimensioned at their proper location and labeled as shown in the following detail. Barrier or railing, beam caps, wall coping, and collision walls will control over columns and retaining walls. The horizontal clearance shall be measured from the edge of traveled way for roadways (clearance includes shoulders and auxiliary lanes) and from the centerline of tracks for railroads.<br />
<br />
Using detail circles (style 2, weight 1) the point of minimum vertical clearance for each existing, new and future roadway and railroad shall be shown at their proper location obtained from the design. Each point of minimum vertical clearance shall be dimensioned from the intersecting centerlines (unless on centerline) and also labeled as shown in the following detail.<br />
<br />
[[image:751.5.2.1.1.5 min vert clearance.jpg|center|900px]] <br />
<br />
=====751.5.2.1.1.6 North Arrow and Curve Data =====<br />
When the Location Sketch is eliminated, or placed on the General Notes and Estimated Quantities Sheet, the north arrow and all horizontal curve data of roadways going over, under, or within 150 feet of the structure shall be provided near the Plan Detail.<br />
<br />
=====751.5.2.1.1.7 Miscellaneous Notes for the Plan Detail =====<br />
Applicable notes of [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E3._Miscellaneous EPG 751.50 E3. Miscellaneous] notes shall be placed near the Plan Detail.<br />
<br />
=====751.5.2.1.1.8 Miscellaneous Details for the Plan Detail=====<br />
* Bridge spans, identified in accordance with [[751.5_Structural_Detailing_Guidelines#751.5.1.1.10_Span_Ranges|Span Ranges]]. <br />
* Outline of existing substructure components when they are in close proximity to new substructure. <br />
* Temporary shoring required for construction and specified as a roadway item, if applicable.<br />
* For staged bridge construction with MSE walls at the abutments, consider specifying temporary MSE walls on the plan details. Sometimes due to limited space or to retain improved foundation material or to retain existing slope contractor may need to provide temporary shoring prior to constructing temporary MSE wall systems in staged construction, but only the temporary MSE wall should be indicated on the plans. <br />
* MSE walls built in conjunction with bridge shall be shown with the wall number specified. Walls need only be shown for a short distance past the boundary of the bridge ending with a long break line.<br />
* Alignment of new or existing underground utilities that may cause construction difficulties due to the close proximity to new substructure.<br />
<br />
====751.5.2.1.2 General Elevation Detail ====<br />
<br />
The following elements need to be included in or near the General Elevation Detail. <br />
<br />
=====751.5.2.1.2.1 General Elevation View=====<br />
The general elevation view of a structure is to show the structure in its entirety meaning that, for a bridge, this would include the superstructure, substructure and foundations. Because of limited space on a plan sheet and scalability conflicts, for example in the case of a bridge where a bridge is much longer than tall, controlling the amount of distortion becomes critical. Because of this, the information shown should be depicted as proportionally correct as is possible but in all cases the relational distinctions made should be rational such as correctly showing both the elevation and drawing of the bottom of a drilled shaft as it relates to other details.<br />
<br />
The elevation of the structure shall be drawn as a section through centerline of the structure but showing the side elevation of the end bent wing walls and barrier or railing. Only one column will be shown (no isometric views of the structure). The bents in the general elevation detail shall line up with the span length extension lines in the plan detail. The vertical placement of structural elements shall be shown as close to their actual location as possible. Long piles need only be shown for a short distance below footings ending with a long break line.<br />
<br />
These hidden items shall be shown: end of slab, fill face, approach notch, wing brace, collision walls, tie beams, web beams, pile webs and piles embedded in concrete or inside spacers. For clarity, girders embedded in diaphragms should not be shown.<br />
<br />
=====751.5.2.1.2.2 Elevations =====<br />
The elevations of the bottom of the following items shall be specified: rock sockets, web beams, sway bracing, spread footings and pile footings. Add “(Not above)” if indicated in the Bridge Memorandum or Design Layout. The elevation of the bottom of footing need not be specified when a seal course is present.<br />
<br />
The elevations of the top of the following items shall be specified: seal course, anticipated sound rock, drilled shafts, permanent casing, tie beams, collision walls and rails of railroads at location of minimum vertical clearance. Add “(Survey Date ___)” to the rail elevation, using the date reported in the bridge survey report.<br />
<br />
For water crossings, the design flood elevation and low water elevation (ordinary water elevation if low water not available) shall be specified by pointing to the top of a water line symbol placed at the proper vertical location, preferably within the main span of the bridge. A single line may be used to represent the low water elevation if there is not enough room to clearly show a water line symbol. The low water elevation shall not be shown or specified if the stream runs dry.<br />
<br />
The excavation datum elevation, if required shall be specified by pointing to a single line placed at the proper vertical location, preferably below the ground line, near an intermediate bent. The excavation datum shall not be specified when no excavation exists below that elevation, such as in the case of all intermediate bents being pile cap bents or drilled shafts.<br />
<br />
=====751.5.2.1.2.3 End of Slab =====<br />
The end of slab at both ends shall be called out with the following leader note:<br />
<br />
[[image:751.5.2.1 end of slab.jpg|center|850px]]<br />
<br />
[[image:751.5.2.1.4.jpg|right|450px]]<br />
<br />
=====751.5.2.1.2.4 Bent Number and Fixity =====<br />
The bent number and bent fixity shall be specified for all bents as shown to the right. The text for both shall be the regular small text used for all notes. “Fix.” shall be used for all integral bents and non-integral bents with fixed bearings. “Exp.” shall be used for all bents with expansion bearings. “F.” and “E.” may be used if required due to lack of space.<br />
<br />
=====751.5.2.1.2.5 Vertical Alignment Data =====<br />
The vertical alignment of bridges shall be placed directly above the bridge in the General Elevation Detail, with vertical curve data placed as near as possible to the vertical point of intersection. <br />
<br />
[[image:751.5.2.1 vertical.jpg|center|950px]]<br />
<br />
A crest vertical curve detail is shown. If the bridge is located on a sag vertical curve, the detail for a sag vertical curve is to be used. <br />
<br />
=====751.5.2.1.2.6 Ground Lines =====<br />
Existing, new and future ground lines at the centerline of the roadway of a bridge shall be shown slightly beyond the ends of the bridge. Existing and new ground lines shall be detailed using a solid line (style 0, weight 5) with the appropriate fill pattern except in locations of new slope protection. Future ground lines (such as a future railway track or roadway) shall be detailed using a dashed line (style 2, weight 2).<br />
<br />
Existing ground lines shall be specified as “Ground Line (Survey Date ___)”, using the date reported in the bridge survey report. <br />
<br />
New roadways underneath bridges shall be specified as “Roadway and Drainage Excavation Line” at one of the sides slopes or ditches. <br />
Future ground lines shall be specified as “Future Ground Line”.<br />
<br />
=====751.5.2.1.2.7 Features Crossed=====<br />
<br />
'''Outlines of Features Crossed'''<br />
<br />
Pavement and permanent barriers of existing, new and future roadways shall be shown at their proper location using the appropriate CAD levels.<br />
<br />
The rails of existing, new and future railroads shall be shown at their proper location using the appropriate CAD levels.<br />
<br />
'''Minimum Clearances to Features Crossed'''<br />
<br />
For existing and new roadways and trails, the minimum vertical clearance obtained from the design shall be dimensioned from the location obtained from the design and labeled as shown in the following detail.<br />
<br />
For existing and new railroads, the minimum vertical clearance shall be dimensioned from the location obtained from the design. The dimension callout shall be the asterisked final railroad clearance note of [[751.50 Standard Detailing Notes#E3. Miscellaneous|EPG 751.50 E3 Miscellaneous]] placed near the General Elevation as shown in the following detail. The value to use in the clearance note shall be obtained from the Design Layout (may be greater than minimum shown below).<br />
<br />
It is not required to show the minimum vertical clearance of future roadways, railroad and trails. <br />
<br />
[[image:751.5.2.1.2.7 min clearance.jpg|center|950px]]<br />
<br />
'''Clearances for Traffic during Construction '''<br />
<br />
For existing and new roadways and trails in operation during construction the note in [[751.50 Standard Detailing Notes#A3. All Structures|EPG 751.50 A3 All Structures]] specifying vertical clearance during construction shall be included in the General Notes.<br />
<br />
For existing and new railroads in operation during construction, the following railroad minimum construction clearance detail shall be provided near the General Elevation Detail.<br />
<br />
[[image:751.5.2.1.2.7 construction.jpg|center|700px]]<br />
<br />
=====751.5.2.1.2.8 Slope Protection =====<br />
When rock blanket is specified on the Bridge Memorandum or Design Layout, it is to be shown in the General Elevation Detail, typically in combination with the slope criteria. The following figure shows common rock blanket details. See [[751.1 Preliminary Design#751.1.2.15 Bridges Over Railroads|EPG 751.1.2.15 Bridges over Railroad]] for criteria specific to bridges over railroads. <br />
<br />
[[image:751.5.2.1 genrral.jpg|center|950px]]<br />
<br />
Note:<br />
:When permanent erosion control geotextile is specified on the Bridge Memorandum or Design Layout, it shall be specified with the rock blanket. Permanent erosion control geotextile material shall be used under slab drains in combination with rock blanket.<br />
<br />
:The 100-year flood elevation and flow depth (D) are shown for illustration and are not to be shown on the plans.<br />
:(a) Rock blanket on the spill fill slopes shall be shown to the elevation specified on the Bridge Memorandum or Design Layout in accordance with [[751.1 Preliminary Design#751.1.2.29 Protection of Spill Slopes and Side Slopes|EPG 751.1.2.29 Protection of Spill Slopes and Side Slopes]]. If the Bridge Memorandum or Design Layout specifies extending the rock blanket above this elevation to provide slope protection beneath slab drains (as shown on the right side of above drawing), the top of the rock blanket on the side slope may be shown with elevation specified. Otherwise the elevation and detail need not be shown.<br />
:(b) A rock blanket apron should extend from the toe of the spill slope into the bridge waterway a distance equal to twice the 100-year flood flow depth D in the overbank area near the embankment, but need not exceed 25 feet.<br />
:(c) See the Bridge Memorandum or Design Layout for specified slope of spill fill. Maximum allowable spill fill slope is determined by Construction and Materials Division as specified in the soils survey for each project.<br />
<br />
=====751.5.2.1.2.9 Miscellaneous Notes for the General Elevation Detail =====<br />
Applicable notes of [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E1._Excavation_and_Fill EPG 751.50 E1. Excavation and Fill] and [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E3._Miscellaneous E3. Miscellaneous], shall be placed near the General Elevation Detail.<br />
<br />
=====751.5.2.1.2.10 Miscellaneous Details for the General Elevation Detail =====<br />
* If fencing is located on the structure, only a small portion of the fencing need be shown at each end of the structure and labeled at one of the locations as “Pedestrian Fence” for chain link fences and “Decorative Fence” for all other types of fences.<br />
<br />
* Outline of remaining portions of existing substructure components that are in close proximity to new substructure.<br />
<br />
[[image:751.5.2.1 earth plug.jpg|right|300px]]<br />
<br />
* Temporary shoring required for construction and specified as a roadway item, if applicable. <br />
<br />
<br />
<br />
<br />
* When earth plugs are required due to Class C roadway fill, the earth plug and bottom width and slope of plug shall be specified as shown. The Class C roadway fill need not be shown or specified. <br />
<br />
<br />
<br />
<br />
[[image:751.5.2.1 MSE.jpg|right|350px]] <br />
<br />
<br />
<br />
* MSE walls shall be shown, including coping, leveling pad, pile spacers and, if required, gutter and over excavation of unsuitable foundation material. The wall number, spacers, depth of spacers below leveling pad and over excavation shall be specified as shown. <br />
<br />
<br />
<br />
<br />
* Outline of new or existing underground utilities that may cause construction difficulties due to the close proximity to new substructure. <br />
<br />
* Signs or lighting attached to the structure shall be shown and labeled if space allows, but may be omitted if required for clarity. <br />
<br />
* The location of overhead power lines that may cause construction difficulties shall be shown using an oval or circle Bridge-Miscellaneous object line labeled “Overhead Power Lines”.<br />
<br />
====751.5.2.1.3 Information Blocks ====<br />
EPG 751.5.2.1.3 Information Blocks provides instructions for filling out required information blocks. The following picture shows each of the required information blocks, and the sections that follow provide instruction for filling out each block. <br />
<br />
[[image:751.5.2.1.3.jpg|center|950px]] <br />
<br />
=====751.5.2.1.3.1 Structure Description =====<br />
A description of each of the superstructure types shall be provided at the top of the front sheet. <br />
<br />
For bridges, this description consists of the span configuration and the type of superstructure followed by “SPAN” or “SPANS” as required.<br />
<br />
The following elements are used to define the span configuration:<br />
:Parentheses indicate a break in continuity<br />
:Dashes and commas indicate level of continuity, see examples<br />
:Span lengths that are partial foot lengths shall be reported to the nearest tenth foot. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+<br />
!colspan="2"|Examples of Bridge Span Configurations<br />
|-<br />
!Configuration!! Explanation<br />
|-<br />
|(98’)||align="left"| Single span <br />
|-<br />
|(35’)(40’)(35’) ||align="left"|Multiple simple spans with deck joints at each intermediate bent<br />
|-<br />
|5@(40’) ||align="left"|Multiple simple spans of the same length with deck joints at each intermediate bent<br />
|-<br />
|(35’)5@(40’)(35’) ||align="left"|Multiple simple spans including a series of same length spans and with deck joints at each intermediate bent<br />
|-<br />
|(35’,40’,35’) ||align="left"|Multiple simple spans with a continuous deck<br />
|-<br />
|(5@45’) ||align="left"|Multiple simple spans of the same length with a continuous deck (type of superstructure would need to start with “SIMPLE”)<br />
|-<br />
|(35’,5@40’,35’) ||align="left"|Multiple simple spans with a continuous deck including a series of same length spans<br />
|-<br />
|(65’-85’-65.4’) ||align="left"|Unit of continuous spans <br />
|-<br />
|(5@45’) ||align="left"|Unit of continuous spans of the same length<br />
|-<br />
|(65’-3@85’-65’) ||align="left"|Unit of continuous spans including a series of same length spans<br />
|-<br />
|(100’-120’-110’)(120’-180’-120’) ||align="left"|Two units of continuous spans separated by a deck joint<br />
|-<br />
|2@(120’-180’-120’) ||align="left"|Two identical units continuous spans separated by a deck joint<br />
|-<br />
|(65’)(120’-180’)(65’) ||align="left"|Simple spans in combination with a unit of continuous spans separated by a deck joint<br />
|-<br />
|colspan="2" align="left"|Short hand notation if used defaults to the continuous configuration if it cannot be interpreted otherwise. For example (5@45’) means continuous spans however (40’,5@45’,45) means a continuous deck over simple spans. Short hand notation should not be used with decks that are continuous over both simple and continuous spans.<br />
|}<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+<br />
!colspan="3"|Common Types of Bridge Superstructures<br />
|-<br />
!Precast Concrete!! Steel<sup>1</sup>!! Cast-In-Place Concrete<br />
|-<br />
|PRESTRESSED CONCRETE<br/>I-GIRDER|| COMPOSITE WIDE FLANGE BEAM|| CONTINUOUS CONCRETE SOLID SLAB'''<sup>3</sup>'''<br />
|-<br />
|PRESTRESSED CONCRETE<br/>BULB-TEE GIRDER|| COMPOSITE PLATE GIRDER|| CONTINUOUS CONCRETE VOIDED SLAB'''<sup>3</sup>'''<br />
|-<br />
|PRESTRESSED CONCRETE<br/>NU-GIRDER|| WIDE FLANGE BEAM'''<sup>2</sup>'''|| CONTINUOUS CONCRETE BOX GIRDER'''<sup>3</sup>'''<br />
|-<br />
|PRESTRESSED CONCRETE<br/>SPREAD BOX BEAM|| PLATE GIRDER'''<sup>2</sup>'''|| CONCRETE DECK GIRDER<br />
|-<br />
|PRESTRESSED CONCRETE<br/>ADJACENT BOX BEAM||colspan="2" rowspan="5"|<br />
|-<br />
|PRESTRESSED CONCRETE<br/>SPREAD VOIDED SLAB BEAM <br />
|-<br />
|PRESTRESSED CONCRETE<br/>ADJACENT VOIDED SLAB BEAM <br />
|-<br />
|PRESTRESSED CONCRETE<br/>SOLID SLAB BEAM <br />
|-<br />
|PRESTRESSED CONCRETE<br/>DOUBLE-TEE GIRDER<br />
|-<br />
|align="left" colspan="3"| '''<sup>1</sup>''' “CONTINUOUS” or “SIMPLE” shall be specified as required for multiple span structures.<br />
|-<br />
|align="left" colspan="3"| '''<sup>2</sup>''' Non-composite is not required to be specified for steel structures.<br />
|-<br />
|align="left" colspan="3"| '''<sup>3</sup>''' “CONTINUOUS” not required for single span structures.<br />
|}<br />
</center><br />
<br />
For culverts, the structure description consists of the cell configuration and the type of culvert. The description ends with CULVERT and is followed with ON ROCK for box culverts without a bottom slab.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+<br />
!Examples<br />
|-<br />
|3(8’x8’) CONCRETE BOX CULVERT<br />
|-<br />
|2(8’x9.5’) CONCRETE BOX CULVERT ON ROCK<br />
|-<br />
|5(6’) CORRUGATED STEEL PIPE CULVERT<br />
|}<br />
</center><br />
<br />
For existing structures that are being modified and/or rehabilitated, the structure description shall start with “U.I.P.” followed by a list of all superstructure work followed by “EXISTING” followed by the span configuration and type of structure. Rehabilitate covers a range of work, including but not limited to slab repair, adding or replacing wearing surfaces, adding curb blockouts and replacing slab overhangs. When removing joints from an existing superstructure or relocating the joints to the intermediate bents, add “TO” after “EXISTING”.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+<br />
|width="200"|'''Types of Typical Work and the<br/>Order Listed if the Work is Applicable'''||Redeck, Widen, Seismic Retrofit, Strengthen, Make Composite, <br/>Extend (culverts), Rehabilitate and Reconfigure<br />
|}<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+<br />
|width="200"|'''Various Examples'''<br/>(span/cell configuration and type of structure not shown)||width="530"|U.I.P. AND REHABILITATE EXISTING…<br/>U.I.P., REDECK AND REHABILITATE EXISTING…<br/>U.I.P., REDECK AND MAKE COMPOSITE EXISTING…<br/>U.I.P., STRENGTHEN AND REHABILITATE EXISTING…<br/>U.I.P., WIDEN AND REHABILITATE EXISTING…<br/>U.I.P. AND EXTEND EXISTING…<br/>U.I.P., EXTEND AND REHABILITATE EXISTING…<br/>U.I.P., REDECK AND RECONFIGURE EXISTING TO…<br />
|}<br />
</center><br />
<br />
Replacing the entire superstructure is an exception to the above rules. For superstructure replacements, a list of all substructure work shall specified followed by “EXISTING SUBSTRUCTUE AND REPLACE SUPERSTRUCTURE WITH” followed by the new span configuration and type of structure. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+<br />
|'''Examples''' (span configuration and type of structure not shown)<br />
|-<br />
|U.I.P. EXISTING SUBSTRUCTURE AND REPLACE SUPERSTRUCTURE WITH…<br />
|-<br />
|U.I.P. AND REHABILITATE EXISTING SUBSTRUCTURE AND REPLACE SUPERSTRUCTURE WITH…<br />
|-<br />
|U.I.P., WIDEN AND REHABILITATE EXISTING SUBSTRUCTURE AND REPLACE SUPERSTRUCTURE WITH…<br />
|}<br />
</center><br />
<br />
=====751.5.2.1.3.2 Land Survey =====<br />
The section or survey (SEC/SUR), township (TWP) and range (RGE) of the Public Land Survey System where the structure is located shall be indicated using small bold text in the land survey block in the upper right corner of the sheet. <br />
<br />
[[image:751.5.2.1 Land survey.jpg|center|520px]]<br />
<br />
[[image:751.5.2.1 title.jpg|right|155px]]<br />
<br />
=====751.5.2.1.3.3 Final Plans Title =====<br />
The final plans title block shall be provided on all sheets. The following job-specific information needs to be filled in: project route, sheet number, county, job number and bridge number. Date Prepared fills in automatically when the sheet is printed. Consultant-prepared plans shall also include the consultant’s logo, address and license number in the area provided directly below the Commission’s title.<br />
<br />
=====751.5.2.1.3.4 Bench Mark =====<br />
The elevation and location of a bench mark in the vicinity of the structure shall be provided just above the structure title block using small bold text. This information shall be typed exactly as shown on the plat sheet of the bridge survey (typically all uppercase but not always). <br />
<br />
[[image:751.5.2.1 bench mark.jpg|center|350px]]<br />
<br />
=====751.5.2.1.3.5 Structure Title =====<br />
Features spanned, structure location along the stationing route, and the reference station shall be included in the structure title block, located directly to the left of the standard plans block. <br />
<br />
[[image:751.5.2.1 structure title.jpg|center|900px]]<br />
<br />
::Note:<br />
:::Do not use “MO” or “US” in front of state route numbers or letters. <br />
:::Use specific names for rivers, streams, state routes, railroads, city streets and county roads. Specific names not required for private roads, pedestrian trails, state and county lines. <br />
:::<sup>1</sup> The stationing route is always the project route for bridges and culverts that carry or intersect the project route and for walls parallel the project route. For bridges, culverts and walls that do not directly involve the project route such as outer roads or secondary state routes, the stationing route is the state route carrying, intersecting or parallel to the structure. <br />
:::The project route is the route the entire project is associated with and is always listed in the final plans title block on the right hand side of the sheet. <br />
:::<sup>2</sup> Should not be confused with a “tie station” on a Bridge Memo used to locate a specific bent with respect to route for purposes of design only. For example, stream piers are sometimes “tied” so a designer knows not to locate it differently. However, plans need not show this station. <br />
<br />
<center><br />
'''Examples of Structure Title Block'''<br />
[[image:751.5.2.1 examples.jpg|center|720px]]<br />
</center><br />
<br />
====751.5.2.1.4 Section Thru Existing Deck Detail====<br />
For rehabilitation of existing bridges a Typical Section Thru Deck Detail is shown instead of the Plan and General Elevation Details. All deck repairs should be specified in this detail.<br />
<br />
<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width=360|Detailing Guidance<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|- <br />
|align="center"|[http://www.modot.org/business/consultant_resources/Rehab_surface_wide.htm Deck Rehabilitation]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/WFRedecking.htm Deck Replacement]<br />
|}<br />
<br />
</center><br />
<br />
====751.5.2.1.5 Supplementary Details ====<br />
This subarticle provides guidance on several supplementary details that may be required, dependent on the type of structure. These details, if required, shall be placed on the front sheet if space allows. Otherwise, they shall be placed on the General Notes and Estimated Quantities Sheet.<br />
<br />
=====751.5.2.1.5.1 Location Sketch =====<br />
A Location Sketch shall be provided for all structures, including culverts and retaining walls. The Location Sketch may be eliminated on grade separation structures, except where payment is made for removal of an existing structure, or a congested area is involved such as a series of ramps, extended slope protection, etc. When a Location Sketch is provided for a grade separation, the tie station of both alignments shall be shown. <br />
<br />
The Location Sketch for stream crossings shall show the outline of the stream channel at the bridge site. The name of the stream shall be given and the direction of flow indicated by an arrow labeled "Flow". Any required channel change shall be shown and labeled "Proposed Channel Change (See roadway plans)”. <br />
<br />
The centerline of the roadway shall be shown and noted. The beginning station and outline of the new bridge shall be shown, and the new bridge labeled "Proposed Structure". The existing bridge, if any, shall be shown and labeled "Existing Structure". If it is a state bridge that is to be removed, the bridge number shall be indicated. Place the north arrow near the Location Sketch. <br />
<br />
When the Location Sketch is placed on the front sheet, all horizontal curve data of roadways going over, under, or within 150 feet of the structure shall be provided nearby.<br />
<br />
=====751.5.2.1.5.2 Foundation Data =====<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2. Foundation Data Table] for appropriate data to be included in the foundation data table and notes required below the table. <br />
<br />
=====751.5.2.1.5.3 Hydraulic Data =====<br />
<br />
======751.5.2.1.5.3.1 Data Tables======<br />
The following tables for hydrologic data are required on all bridge and box culvert stream crossings. The hydrologic data shall be provided on the Bridge Memorandum or the Design Layout. The appropriate table shall be placed near the Location Sketch. <br />
<br />
[[image:751.1.5.2.1 data tables.jpg|center|850px]]<br />
<br />
<br />
:(1) See [https://epg.modot.org/index.php?title=748.2_Roadway_Design_Criteria#748.2.1_Roadside_Ditch_and_Culvert_Frequency_Criteria EPG 748.2 Roadway Design Critera] <br />
<br />
:(2) See [[748.6 High Water Surface Elevation|EPG 748.6 High Water Surface Elevation ]]<br />
<br />
:(3) See [[748.4 Headwater and Backwater|EPG 748.4 Headwater and Backwater ]]<br />
<br />
:(4) See [https://epg.modot.org/index.php?title=748.3_Freeboard#748.3.5_Bridges_and_Culverts EPG 748.3.5 Bridges and Culverts]. Flooding source for freeboard should be recorded in the table when minimum freeboard is not from headwater flow. <br />
<br />
:(5) See [[750.3 Bridges#750.3.2.4.5 Overtopping Discharge and Frequency|EPG 750.3.2.4.5 Overtopping Discharge and Frequency]]<br />
::Provide discharge if frequency equals 500 years or less, otherwise record as “N/A”.<br />
<br />
:(6) See EPG 750.3.2.4.5 Overtopping Discharge and Frequency<br />
::Provide frequency if frequency equals 500 years or less, otherwise record as “> 500 years”.<br />
<br />
:(7) Insert “Overtopping” and provide [[:Category:749 Hydrologic Analysis#749.2.3 Overtopping Flood|the Overtopping Flood (EPG 749.2.3)]] elevation if frequency equals 500 years or less, otherwise insert “500-Year” and provide the 500-year flood elevation.<br />
<br />
:''*''' Omit rows in table if the Design Flood Frequency is for a 100-year flood event<br />
<br />
======751.5.2.1.5.3.2 Accuracy======<br />
Formulas upon which hydraulic calculations are based are approximations which have been developed from model studies, stream gaging and/or statistical analysis. The hydraulic design formulas therefore are considered to be approximations. Due to the diverse nature of individual drainage basins, considerable engineering judgment must be exercised in hydraulic design to obtain reasonable and practical results. Due to these factors, accuracy used in hydrologic calculations and reported in the hydrologic data tables is to the accuracy listed below.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+<br />
!colspan="3"|Accuracy of Hydrologic Data<br />
|-<br />
!Hydrologic Data !!Data Limit !!Accuracy<br />
|-<br />
|rowspan="2"|Drainage Area|| Less than 10 mi<sup>2</sup> ||0.1 mi<sup>2</sup><br />
|-<br />
|Greater than 10 mi<sup>2</sup> ||1.0 mi<sup>2</sup><br />
|-<br />
|rowspan="2"|Estimated Discharge ||Less than 2000 cfs ||10 cfs<br />
|-<br />
|Greater than 2000 cfs ||100 cfs<br />
|-<br />
|Velocities ||All ||0.1 ft/s<br />
|-<br />
|Water Surface Elevations ||All ||0.1 ft<br />
|}<br />
</center><br />
<br />
===751.5.2.2 General Notes and Estimated Quantities ===<br />
<br />
Typically, the second sheet of bridge plans for new structures and the widening or extension of existing structures shows the general notes and estimated quantities applicable to the entire structure. For culverts, retaining walls and rehabilitation of existing bridges there is typically enough room on the front sheet for these items. This section provides detailing guidance for these items. <br />
<br />
====751.5.2.2.1 General Notes ====<br />
Applicable notes from [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A._General_Notes EPG 751.50 A. General Notes], shall be placed on this sheet in the order given, based on structure type and information provided in the Bridge Memorandum or Design Layout and design computations. The General Notes typically are shown on the same sheet as the Estimated Quantities. <br />
<br />
====751.5.2.2.2 Estimated Quantities ====<br />
Applicable quantity tables and the corresponding notes from [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#B._Estimated_Quantities_Notes EPG 751.50 B. Estimated Quantities Notes] shall be placed on this sheet. Typically, the Estimated Quantities Table for the entire structure is placed on the same sheet as the General Notes, with supplementary quantity tables placed below, where space allows. The quantity tables shall be filled out based on the structure’s estimated quantities computations, in accordance with [[751.6 General Quantities|EPG 751.6 General Quantities]].<br />
<br />
===751.5.2.3 Staged Construction ===<br />
<br />
When the structure is to be built in stages to allow traffic during construction, the details shall be placed on the Staged Construction Sheet, in accordance with requirements specified in the Bridge Memorandum or Design Layout. In a set of bridge plans, this sheet, when required, shall follow the General Notes and Estimated Quantities Sheet. <br />
<br />
===751.5.2.4 Substructure Layout (Curved Bridges) ===<br />
<br />
For horizontally curved bridges, a substructure layout more detailed than that provided on the Plan and General Elevation sheet shall be added after the Staged Construction sheet, if applicable; otherwise it shall be placed after the General Notes and Estimated Quantities sheet. The following sketches show the form and content to be used in detailing the substructure layout for some of the most common horizontal curve situations. When situations arise where modification of these sketches becomes necessary, the sketches should be used as a guide with regard to the form and content of the modified layout. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Substructure Layout Sheet Table of Contents<br />
|-<br />
|1. [[#751.5.2.4.1 Bents Located Using Span Chords|Bents Located Using Span Chords]]<br />
|-<br />
|2. [[#751.5.2.4.2 Bents Located Using Long Chord (Tangent girders and curved deck with varying overhangs)|Bents Located Using Long Chord (Tangent girders and curved deck with varying overhangs)]]<br />
|-<br />
|3. [[#751.5.2.4.3 Built Tangent along Long Chord (Deck slightly wider with roadway striped on a curve) |Built Tangent along Long Chord (Deck slightly wider with roadway striped on a curved)]]<br />
|}<br />
</center><br />
<br />
====751.5.2.4.1 Bents Located Using Span Chords ====<br />
Attention should be given to the fact that in all cases illustrated here, the centerline of the roadway passes through the geometric center of the intermediate bents. On occasion, particularly in the case of continuous prestressed concrete bridges, or with unsymmetrical roadways, this will not happen. In these and any other case which may cause a similar situation, Dimension D, from the intersection of the centerline of the roadway and the longitudinal centerline of the bent, to the geometric center of the bent, must be shown. The orientation of the bents shall be as noted in the Bridge Memorandum or Design Layout. Typically, all bents of concrete bridges will be parallel to a line at a particular station, while bents of steel structures will be aligned radially or have the same skew. <br />
<br />
The following key describes the dimensions marked on the following four figures: <br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|width=300|(1) Dimension along tangent ||width=300|(7) Angle between fill face and chord<br />
|-<br />
|(2) Offset from the tangent ||(8) Angle between fill face and radial line<br />
|-<br />
|(3) Angle between chords of adjacent spans ||(9) Angle between tangent and chord<br />
|-<br />
|(4) Chord length ||(10) Skew angle<br />
|-<br />
|(5) Dimension along centerline median or roadway ||(11) Dimension from centerline median to centerline lane along centerline <br />
bent<br />
|-<br />
|(6) Angle between centerline bent and chord ||(12) Dimension from centerline median to centerline lane along fill face<br />
|}<br />
<br />
=====751.5.2.4.1.1 Dual Lane Structures Tied at Fill Face of End Bent =====<br />
[[image:751.5.2.4 dual.jpg|center|900px]]<br />
<br />
=====751.5.2.4.1.2 Single Lane Structure Tied at Fill Face of End Bent =====<br />
[[image:751.5.2.4 single.jpg|center|900px]]<br />
<br />
=====751.5.2.4.1.3 Dual Lane Structure Tied at Intersection =====<br />
[[image:751.5.2.4 dual intersection.jpg|center|900px]]<br />
<br />
=====751.5.2.4.1.4 Single Lane Structure Tied at Intersection =====<br />
[[image:751.5.2.4 single intersection.jpg|center|900px]]<br />
<br />
====751.5.2.4.2 Bents Located Using Long Chord (Tangent girders and curved deck with varying overhangs) ====<br />
<br />
When noted on the Bridge Memorandum or Design Layout, short bridges on small horizontal curve alignments may be detailed on a line parallel to the long chord. The intent is to simplify the bridge geometry by placing the centerline of steel or P/S assembly on or parallel to the long chord to the centerline of roadway curve between fill faces of end bents. In order to avoid excessive slab overhangs, the line parallel to the long chord is usually placed at one-half the mid ordinate between curve and long chord. For this situation, the outside faces of the slab, barrier or railing, and wings shall be detailed concentrically with the roadway curvature, and curve ordinates shall be furnished on the plans.<br />
<br />
It is to be noted that even for symmetrical width bridges, the location of bearings will not be symmetrical about the centerline of bents. Also, the intermediate bent caps shall be built to sufficient length on each end to accommodate the bearing offsets toward each end.<br />
<br />
=====751.5.2.4.2.1 Squared and Symmetrical Roadway and Spans =====<br />
[[image:751.5.2.4 symmetrical.jpg|center|900px]]<br />
<br />
=====751.5.2.4.2.2 Squared and Unsymmetrical Roadway, Symmetrical Spans =====<br />
[[image:751.5.2.4 unsymmetrical.jpg|center|900px]]<br />
<br />
=====751.5.2.4.2.3 Skewed and Symmetrical Roadway and Spans =====<br />
[[image:751.5.2.4 skewed.jpg|center|900px]]<br />
<br />
====751.5.2.4.3 Built Tangent along Long Chord (Deck slightly wider with roadway striped on a curve) ====<br />
For wide roadways and very small degrees of curvature for which the mid ordinates are 3 inches or less, the Bridge Memorandum or Design Layout may occasionally direct that the entire bridge be detailed as a tangent bridge along the long chord. For this situation, no parts of the bridge are to be curved. Details for the plan view on the plan and general elevation sheet shall be in accordance with [[#751.5.2.1.1.1 Plan View |EPG 751.5.2.1.1.1 Plan View]], except that the centerline of structure will be on the long chord. A supplementary bridge substructure layout sheet shall not be required for this type of layout.<br />
<br />
==751.5.3 Bridge Substructure Sheets ==<br />
<br />
===751.5.3.1 End Bents===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.30 Open Concrete End Bents|EPG 751.30 Open Concrete End Bents]]<br />
|-<br />
|[[751.33 Concrete Semi Deep Abutments|EPG 751.33 Concrete Semi Deep Abutments]]<br />
|-<br />
|[[751.34 Concrete Pile Cap Non-Integral End Bents|EPG 751.34 Concrete Pile Cap Non-Integral End Bents]]<br />
|-<br />
|[[751.35 Concrete Pile Cap Integral End Bents|EPG 751.35 Concrete Pile Cap Integral End Bents]]<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Cast-In-Place Pile]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/dead_man_new_title_block.htm Deadman Anchor Systems]<br />
|}<br />
<br />
</center><br />
<br />
===751.5.3.2 Vertical Drain at End Bents===<br />
<center><br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/drains_new_title_block.htm Vertical Drain at End Bents]<br />
|}<br />
<br />
</center><br />
<br />
===751.5.3.3 Intermediate Bents===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.31 Open Concrete Intermediate Bents|EPG 751.31 Open Concrete Intermediate Bents]]<br />
|-<br />
|[[751.32 Concrete Pile Cap Intermediate Bents|EPG 751.32 Concrete Pile Cap Intermediate Bents]]<br />
|-<br />
|[[751.37 Drilled Shafts#751.37.1.6 Drilled Shaft General Detail Considerations|EPG 751.37.1.6 Drilled Shaft General Detail Considerations]]<br />
|-<br />
|[[751.38 Spread Footings#751.38.8.3.1 Spread Footing Reinforcement|EPG 751.38.8.3.1 Spread Footing Reinforcement]]<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Cast-In-Place Pile]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/drilled_shaft_new_title_block.htm As Built Drilled Shaft Data ]<br />
|}<br />
</center><br />
<br />
===751.5.3.4 Bearings===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.11 Bearings|EPG 751.11 Bearings]]<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/bearings_new_title_block.htm Bearings]<br />
|}<br />
</center><br />
<br />
==751.5.4 Bridge Superstructure Sheets ==<br />
<br />
===751.5.4.1 Precast P/S Concrete Girders and Beams ===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.22 P/S Concrete I Girders|EPG 751.22 P/S Concrete I Girders]]<br />
|-<br />
|[[751.23 P/S Concrete Double Tee|EPG 751.23 P/S Concrete Double Tee]]<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/psi_girders_new_title_block.htm Prestressed Concrete I-Girders]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/PrestressedBoxBeam.htm Prestressed Concrete Box Beams]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/diaphragms_new_title_block.htm Steel Intermediate Diaphragms]<br />
|}<br />
</center><br />
<br />
===751.5.4.2 C.I.P. Girders and Slabs ===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.17 Concrete Slab Bridges|EPG 751.17 Concrete Slab Bridges]]<br />
|-<br />
|[[751.18 Concrete Multicell Box Girder Bridges|EPG 751.18 Concrete Multicell Box Girder Bridges]]<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
</center><br />
<br />
===751.5.4.3 Steel Plate Girders and Wide Flanges Beams ===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.14 Steel Superstructure|EPG 751.14 Steel Superstructure]]<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/diaphragms_new_title_block.htm Cross Frames and Diaphragms]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/plate_girder_splice_new_title_block.htm Plate Girder Splices]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/DRIP.htm Drip Bars for Weathering Steel]<br />
|-<br />
|align="center"|[https://www.modot.org/rehabilitation-surfacing-and-widening-rhb Strengthening with Deck Rehabilitation and Paint Overlap Detail]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/WFRedecking.htm Strengthening with Deck Replacement]<br />
|}<br />
</center><br />
<br />
===751.5.4.4 Expansion Devices ===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.13 Expansion Devices|EPG 751.13 Expansion Devices ]]<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[https://www.modot.org/expansion-devices-fing-flat-pcom-strip Expansion Devices]<br />
|-<br />
|align="center"|[https://www.modot.org/joint-seals-seal Joint Seals]<br />
|}<br />
</center><br />
<br />
===751.5.4.5 Bridge Decks ===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.10 General Superstructure|EPG 751.10 General Superstructure]]<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/slab_sections_new_title_block.htm Slab Sections]<br />
|-<br />
|align="center"| [http://www.modot.org/business/standard_drawings2/precast_panel_new_title_block.htm Precast Prestressed Deck Panels]<br />
|-<br />
|align="center"| [http://www.modot.org/business/standard_drawings2/drains_new_title_block.htm Slab Drains]<br />
|-<br />
|align="center"| [http://www.modot.org/business/consultant_resources/Rehab_surface_wide.htm Deck Rehabilitation]<br />
|-<br />
|align="center"| [http://www.modot.org/business/standard_drawings2/WFRedecking.htm Deck Replacement]<br />
|}<br />
</center><br />
<br />
===751.5.4.6 Barrier and Railing ===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.12 Barriers, Railings, Curbs and Fences|EPG 751.12 Barriers, Railings, Curbs and Fences]]<br />
|-<br />
|[[751.40 Widening and Repair (Non-LRFD)|EPG 751.40 Widening and Repair (Non-LRFD)]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/Barrier_curbs_new_title_block.htm Concrete Barrier]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/thrie_beam_new_title_block.htm Thrie Beam Railing]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/TwoTubeRail.htm Two Tube Railing]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/curb_blockout_new_title_block.htm Curb Blockout and Barrier End Modification]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/box_culvert_new_title_block.htm Guardrail Attachment to Box Culverts]<br />
|}<br />
</center><br />
<br />
==751.5.5 Culvert Sheets ==<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
| [[751.8_Concrete_Box_Culverts| EPG 751.8 Concrete Box Culverts ]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" | '''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''<br />
|-<br />
| align="center" | Box Culverts - BXC<br />
|}<br />
</center><br />
<br />
==751.5.6 Retaining Wall Sheets ==<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
| align="center" | [[751.24_Retaining_Walls |EPG 751.24 Retaining Walls]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''<br />
|-<br />
| align="center" | MSE Wall - MSEW<br />
|}<br />
</center><br />
<br />
==751.5.7 Temporary Bridge Sheets ==<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/temp_bridge_new_title_block.htm Temporary Bridge]<br />
|}<br />
</center><br />
<br />
<br />
==751.5.8 Miscellaneous Sheets ==<br />
<br />
===751.5.8.1 Bridge Approach Slab===<br />
<br />
Place the bridge approach slab sheet(s) before the bill of reinforcing steel sheet(s).<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.10 General Superstructure#751.10.5.1 Timber Header|EPG 751.10.5.1 Timber Header]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/approachslab_new_title_block.htm Bridge Approach Slabs]<br />
|}<br />
</center><br />
<br />
===751.5.8.2 Bill of Reinforcing Steel===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/barbill_new_title_block.htm Bill of Reinforcing Steel]<br />
|}<br />
</center><br />
<br />
===751.5.8.3 As-Built Pile and Drilled Shaft Data===<br />
<br />
Place the as-built pile and drilled shaft data sheet(s) after the bill of reinforcing steel sheet(s).<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm As Built Pile Data]<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/drilled_shaft_new_title_block.htm As Built Drilled Shaft Data]<br />
|}<br />
</center><br />
<br />
===751.5.8.4 Boring Data===<br />
<div style="float: right; margin-top: 5px; margin-left: 5px; width:250px; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:center;"><br />
[https://epg.modot.org/forms/general_files/BR/AttachBoringPDFsToBridgePlans.docx '''Instructions for Attaching Boring Log PDFs to Final Bridge Plans''']<br />
</div><br />
<br />
Place the subsurface profile(s) at the end of the plans set. All subsurface profiles shall be reprinted without modifying any information.<br />
<br />
[[image:751.5.8.4_Boring-01.png|center|750px]]<br />
<br />
The boring location note provided in [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E3._Miscellaneous EPG 751.50 E3 Miscellaneous] shall be placed below the sheet title (Note E3.4). This note is already included on the Boring Data Standard Drawing.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''<br />
|-<br />
|align="center"| Borings - BOR / Boring Template<br />
|}<br />
<br />
</center><br />
<br />
===751.5.8.5 Pedestrian Railing===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.12_Barriers,_Railings,_Curbs_and_Fences#751.12.4_Chain_Link_Fence|EPG 751.12.4 Chain Link Fence]]<br />
|}<br />
<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[https://www.modot.org/bridge-standard-drawings Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|(Fences-FEN)<br />
|}<br />
</center><br />
<br />
===751.5.8.6 Conduit===<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:left"<br />
|+ <br />
! style="background:#BEBEBE" | Detailing Guidance<br />
|-<br />
|[[751.10 General Superstructure#751.10.4 Conduit Systems |EPG 751.10.4 Conduit Systems ]]<br />
|}<br />
</center><br />
<br />
<br />
==751.5.9 Miscellaneous Details ==<br />
<br />
===751.5.9.1 Joint Filler ===<br />
<br />
When joint filler is indicated on any sheet of the plans, the required type of joint filler shall be specified in either the detail or a note. <br />
<center><br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+ <br />
!width=300|Types of Joint Filler, Sec 1057!!width=300|Typical Application<br />
|-<br />
|Preformed Sponge Rubber Expansion and Partition Joint Filler|| Superstructure (except P/S panels), Pedestrian Structures and Retaining Walls<br />
|-<br />
|Preformed Fiber Expansion Joint Material|| Bridge Approach Slabs, Culverts, Slope Protection and P/S Panels<br />
|}<br />
</center><br />
<br />
For bridges and retaining walls, preformed sponge rubber expansion and partition joint filler shall be specified in the General Notes, and therefore only details utilizing preformed fiber expansion joint material require identifying this type of joint filler. <br />
<br />
[[image:751.5.9.1.jpg|center|750px]]<br />
<br />
===751.5.9.2 Reinforcing Steel ===<br />
<center><br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" colspan ="3"|Reinforcing Steel Table of Contents<br />
|-<br />
|1. [[#751.5.9.2.1 Reinforcing Steel General|General]]||2. [[#751.5.9.2.2 Epoxy-Coated Reinforcement Requirements|Epoxy Coated]]||3. [[#751.5.9.2.3 Available Sizes|Available Sizes]]<br />
|-<br />
|4. [[#751.5.9.2.4 Length Limits|Length Limits]]||5. [[#751.5.9.2.5 Spacing Limits|Spacing Limits]]||6. [[#751.5.9.2.6 Cover Limits|Cover Limits]]<br />
|-<br />
|7. [[#751.5.9.2.7 Length Calculations|Length Calculations]]||8. [[#751.5.9.2.8 Development and Lap Splices|Development and Lap Splices]]||9. [[#751.5.9.2.9 Mechanical Bar Splices|Mechanical Bar Splices]]<br />
|}<br />
</center><br />
====751.5.9.2.1 Reinforcing Steel General ====<br />
Unless otherwise specified, reinforcement shall be Grade 60 deformed bars, meeting the requirements of AASHTO M31, except that plain bars, deformed wire or plain wire may be used for spirals. Welded wire reinforcement shall be deformed when used as a substitute for deformed bars. Details for dimensioning reinforcing steel shall be in accordance with the ''Concrete Reinforcing Steel Institute Manual of Standard Practice''.<br />
<br />
=====751.5.9.2.1.1 Reinforcing Callouts=====<br />
<br />
'''Dimensions and Leader Notes'''<br />
<br />
All reinforcing steel that is included in a bill of reinforcing steel shall be specified in dimensions and leader notes using reinforcing callouts specifying both quantity and bar mark. <br />
<br />
One of the two following formats shall be used for callouts:<br />
<center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="center"|'''Bars Placed Individually'''||width="40"| ||align="center"|'''Bars Placed as Pairs'''<br />
|-<br />
|align="center"|A-#B-CD || ||align="center"|A Pr.-#B-CD<br />
|}<br />
</center><br />
:Where: <br />
:::A = quantity<br />
:::B = bar size<br />
:::C = descriptive letter<br />
:::D = number<br />
<br />
Omit quantity if only one bar or pair of bars is being specified. The abbreviation for pair(s) shall always be used for callouts.<br />
<br />
The bar mark (#B-CD) consists of the bar size hyphenated with a bar designation (#6-H100). <br />
<br />
'''Notes'''<br />
<br />
Callouts are not used in notes. Instead, the quantity of bars (including if placed as pairs) shall be specified with the bar mark in accordance with [[#751.5.1.1.10 Number Format|EPG 751.5.1.1.10]] and [[#751.5.1.3 Grammar and Punctuation|EPG 751.5.1.3]]. (Two pairs of #4-U100 bars …)<br />
<br />
'''Bar Designation'''<br />
<br />
Bar designation consists of a descriptive letter followed by a number typically unique to a desired shape or length. The following descriptive letter shall be used for the following locations.<br />
<br />
:A – Top & bottom slabs of box culverts<br />
:B – Walls of box culverts<br />
:C – Slip-forming bars in barriers<br />
:D – Culvert headwalls; dowel bars in intermediate bent keys; footings<br />
:E – Vertical bars at end of culvert wing walls<br />
:F – Culvert walls and slabs; corner and wing brace bars in end bents<br />
:G – Culvert wing walls<br />
:H – Horizontal bars in end bents, intermediate bents, concrete diaphragms, culvert slabs<br />
:J – L-shaped bars and top of wings in culverts <br />
:K – Type B, D & H barriers at end bents<br />
:M – Type C Barrier (except for required slip-forming bars)<br />
:P – Stirrup in columns, drilled shafts, & CIP piles<br />
:R – Type A, B, D & H Barriers (except for slip-forming bars & bars at end bents); culvert head walls<br />
:S – Slab<br />
:U – Stirrup bars in end bents, intermediate bents, and concrete diaphragms<br />
:V – Vertical bars in columns, drilled shafts, CIP piles, end bent beams, concrete diaphragm<br />
:W – Wire in a spiral for anchor bolt holes (and size starts with a W instead of “#”, e.g. “W5-W100”)<br />
<br />
It is recommended to use 3 digits for the number designation (H100 instead of H10, for example) to allow for plenty of numbers for structures with a lot of different bars. Normally a 100 series would be used for End Bent No. 1 (or Unit 1 on a culvert), 200 series for Bent 2, etc. Exceptions are S bars in the slab, and C, K and R bars in barriers, which use one digit (S1, S2, S3, etc.).<br />
<br />
=====751.5.9.2.1.2 Bend Shapes=====<br />
<br />
'''Types:'''<br />
<br />
There are two types of bend shapes: standard pin bend shapes and stirrup pin bend shapes. <br />
<br />
Standard pin bend shapes are bent around standard pins and have a finished bend diameter in accordance with that specified on the bridge plans. Standard 90° and 180° hooks (used in development of bars) are bent around standard pins in accordance with the hook dimensions specified on the bridge plans.<br />
<br />
Stirrup pin bend shapes are bent around stirrup pins and have a finished bend diameter in accordance with that specified on the bridge plans. Stirrup 90°, 135° and 180° hooks are bent around stirrup pins in accordance with the hook dimensions specified on the bridge plans. The stirrup 180° hooks of Shape 37S may be used instead of the standard 180° hooks when lapping the stirrup bars for shallow structures.<br />
<br />
'''Shape Number:'''<br />
<br />
There are 33 standard bend shapes shown with the Bill of Reinforcing Steel on every set of bridge plans. These bend shapes are specified by the numbers 6 thru 38. The letter “S” indicates the shape is a stirrup pin bend shape, otherwise the shape is a standard pin bend shape. Many of the legs of the standard shapes may be omitted as needed to create the required shape. <br />
<br />
Seventeen of the standard shapes may be specified as either a standard pin bend shape or a stirrup pin bend shape (6, 8, 9,10, 11, 14, 15, 19, 21, 23, 24, 25, 28, 29, 30, 32 & 33). Ten of the standard shapes may only be specified as a standard pin bend shape (7, 12, 16, 17, 18, 20, 22, 26, 35 & 36). Six of the standard shapes may only be specified as a stirrup pin bend shape (13, 27, 31, 34, 37 & 38). <br />
<br />
Non-standard shapes may be used when an unusual shape is required, and the shape can’t be obtained from one of the standard shapes. The bending diagram of non-standard shapes are added to the bill of reinforcing steel when required, starting with shape number 50.<br />
<br />
'''Fabrication:'''<br />
<br />
Shapes are fabricated in accordance with the latest version of the CRSI Manual of Standard Practice, except fabricators shall use the finished bend diameters and hook dimensions specified on bridge plans. MoDOT deviates from CRSI as follows:<br />
:*Use ACI’s finished bend diameter for #4 and #5 stirrup pin bend shapes (4d instead of CRSI’s 5d).<br />
:*Dimension A or G is rounded up to next quarter-inch increment. (CRSI rounds to nearest inch increment for standard pin bend shapes and to nearest quarter-inch increment for stirrup pin bend shapes. CRSI’s rounding does not always provide the bar length needed for minimum extension of the hook).<br />
:*Dimensions H and J are rounded to the nearest eighth-inch increment (instead of nearest quarter-inch increment).<br />
:*Bar sizes 7 and 8 are not used in stirrup pin bend shapes.<br />
<br />
====751.5.9.2.2 Epoxy Coated Reinforcement Requirements====<br />
<br />
Reinforcement shall be uncoated bar unless otherwise noted.<br />
<br />
'''Bridge Superstructure.''' All reinforcement in integral end bents shall be epoxy coated including CIP pile reinforcement but excluding drilled shaft reinforcement. All reinforcement in diaphragms, slab and barrier or railing shall be epoxy coated. <br />
<br />
'''Non-Integral End Bents.''' All reinforcement shall be epoxy coated including CIP pile reinforcement but excluding drilled shaft reinforcement. <br />
<br />
'''Intermediate Bents.''' When below an expansion device or when subject to spraying from adjacent roadways (15 feet or less from edge of shoulder), all reinforcement that is partially or entirely above ground shall be epoxy coated including CIP pile reinforcement but excluding drilled shaft reinforcement with greater than 3 inches of concrete cover. Coating of dowel bars shall be same as coating of intermediate bent reinforcement.<br />
<br />
'''MSE Retaining Walls.''' When subject to spraying from adjacent roadways (15 feet or less from edge of shoulder), all panel and coping reinforcement shall be epoxy coated. The potential for future widening shall be considered. Epoxy coated reinforcement shall also be considered (regardless of location) where panels will be continuously wetted (around sources of water) and for structurally critical applications, such as containing necessary fill around structures. <br />
<br />
'''Cast-In-Place Retaining Walls.''' When subject to spraying from adjacent roadways (15 feet or less from edge of shoulder), all reinforcement that is partially or entirely above ground shall be epoxy coated including CIP pile reinforcement but excluding drilled shaft reinforcement. The potential for future widening of adjacent roadway shall be considered.<br />
<br />
'''Box Culverts.''' Epoxy coated reinforcement should be considered for fills 1 foot or less. Culverts located underneath heavily travelled roadways or sagging vertical curves are good candidates for use of epoxy. See the Structural Project Manager or Structural Liaison Engineer to determine the level of epoxy implementation (i.e. top slab only).<br />
<br />
====751.5.9.2.3 Available Sizes ====<br />
<br />
=====751.5.9.2.3.1 Bar Sizes =====<br />
For general use, reinforcement may range from #4 through #11 bars with restrictions as described for individual structural components. Number 14 and #18 bars shall not be used without the permission of the Structural Project Manager or Structural Liaison Engineer. Number 14 and #18 bars may be used in drilled shafts and rock sockets if #11 or small bars will not work. <br />
<br />
=====751.5.9.2.3.2 Bar Support Heights =====<br />
The height of all reinforcing bar supports shall be carried to the nearest 1/4". See Missouri Standard Plans Drawing 706.35 for details of bar supports. <br />
<br />
====751.5.9.2.4 Length Limits ====<br />
<br />
'''Minimum length:''' Minimum reinforcement length shall be 2'-0", except for dowel bars and anchor bars. <br />
<br />
'''Maximum length:''' Maximum reinforcement length shall be as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+ <br />
!colspan="2"|Uncoated Reinforcement <br />
|-<br />
|#4 bars and larger ||60'-0" <br />
|-<br />
!colspan="2"|Epoxy Coated Reinforcement <br />
|-<br />
|#4 bars and larger|| 60'-0" <br />
|}<br />
</center><br />
<br />
====751.5.9.2.5 Spacing Limits ====<br />
Reinforcement spacing shall be in accordance with LRFD 5.10.3, unless modified by the following criteria or elsewhere shown in the EPG. <br />
<br />
{| class="wikitable" style="margin: auto; text-align: left"<br />
|+ <br />
! colspan="2" | Minimum Spacing - Moment Reinforcement <br />
|-<br />
| Preferred Min. - Footings || 6" centers <br />
|-<br />
| Preferred Min. - Slabs, Culvert Walls and Retaining Walls || 6" centers <br />
|-<br />
| Absolute Min. - Slabs, Culvert Walls and Retaining Walls || 5” centers <br />
|-<br />
| Preferred Min. - All Other || 4” centers <br />
|-<br />
| Absolute Min. || 2 1/2” clear <br />
|-<br />
! colspan="2" | Maximum Spacing - Moment Reinforcement <br />
|-<br />
| Absolute Max. - Slabs || 1.5(slab thickness) <br />
|-<br />
| Absolute Max. - All Other || 18" <br />
|-<br />
! colspan="2" | Minimum Spacing - Shear Reinforcement <br />
|-<br />
| Absolute Min. - Substructure Beams (single stirrups) || 5" centers<br />
|-<br />
| Absolute Min. - Substructure Beams (double Stirrups) || 6" centers <br />
|-<br />
| Absolute Min. - Prestressed Slab Beams, Box Beams and I Girders || 5" centers <br />
|-<br />
! colspan="2" | Maximum Spacing - Shear Reinforcement <br />
|-<br />
| Absolute Max. - Substructure Beams || 12" centers <br />
|-<br />
| Absolute Max. - Prestressed Slab Beams, Box Beams and I Girders || Refer to [[751.22 P/S Concrete I Girders|EPG 751.22 P/S Concrete I Girders]]<br />
|-<br />
! colspan="2" | Minimum Spacing - Longitudinal Compression Reinforcement (Include 1/2-inch buffer for mechanical bar splices)<br />
|-<br />
| Absolute Min. || 4 1/2" centers (5" centers) <br />
|-<br />
| Absolute Min. - Cols. (thru #10) || 2" clear (2 1/2" clear)<br />
|-<br />
| Absolute Min. - Cols. (#11, #14) || 2 1/2" clear (3" clear) <br />
|-<br />
| Absolute Min. - Cols (#18) || 3 1/2” clear (4" clear)<br />
|-<br />
| colspan="2" | For Drilled Shafts and Rock Sockets, see [[751.37 Drilled Shafts#751.37.6.1 Reinforcement Design|EPG 751.37.6.1 Reinforcement Design]]. <br />
|-<br />
! colspan="2" | Minimum Pitch - Spiral Reinforcement for Compression Members (Static) <br />
|-<br />
| For Columns, Drilled Shafts, Rock Sockets || See [[751.31_Open_Concrete_Intermediate_Bents#751.31.3.2_Column|EPG 751.31.3.2 Column]]<br />
|-<br />
! colspan="2" | Minimum Spacing- Ties (Transverse) Reinforcement for Compression Members (Static) <br />
|-<br />
| For Columns || See [[751.31_Open_Concrete_Intermediate_Bents#751.31.3.2_Column|EPG 751.31.3.2 Column]]<br />
|-<br />
| For Drilled Shafts and Rock Sockets, see [[751.37 Drilled Shafts#751.37.6.1 Reinforcement Design|EPG 751.37.6.1 Reinforcement Design]]. || 6” centers for #4 bars <br />
|-<br />
! colspan="2" | Maximum Spacing - Longitudinal Compression Reinforcement <br />
|-<br />
| colspan="2" | Absolute Max. - the minimum number of longitudinal reinforcing bars shall be six for circular members and four for bars in a rectangular arrangement. For other requirements, see LRFD <br />
|-<br />
! colspan="2" | Maximum Pitch - Spiral Reinforcement for Compression Members (Static) <br />
|-<br />
| Absolute Max. - Spirals || 6” pitch <br />
|-<br />
! colspan="2" | Maximum Spacing - Ties (Transverse) Reinforcement for Compression Members (Static) <br />
|-<br />
| Absolute Max. - Ties || 12" centers <br />
|-<br />
! colspan="2" | Minimum & Maximum Pitch- Spiral Reinforcement for Compression Members (Seismic) <br />
|-<br />
| colspan="2" | See [[751.9_Bridge_Seismic_Design#751.9.1.2_LRFD_Seismic_Details|EPG 751.9.1.2 LRFD Seismic Details]]<br />
|}<br />
<br />
====751.5.9.2.6 Cover Limits ====<br />
{| class="wikitable" style="margin: auto; text-align: left"<br />
|+ <br />
! colspan="2" | Situation !! Minimum Cover <br />
|-<br />
| colspan="3" | Concrete cast against and permanently exposed to earth: <br />
|-<br />
| width=50 | || - primary reinforcement || 3" <br />
|-<br />
| || - stirrups, ties, spirals || 2 1/2" <br />
|-<br />
| colspan="3" | Conc. exposed to earth or weather: <br />
|-<br />
| || - primary reinforcement || 2" <br />
|-<br />
| || - stirrups, ties, spirals || 1 1/2" <br />
|-<br />
| colspan="3" | Conc. slabs which have no positive corrosion protection: <br />
|-<br />
| || - top reinforcement || 3" * <br />
|-<br />
| || - bottom reinforcement || 1" <br />
|-<br />
| colspan="3" | Conc. not exposed to weather or in contact with ground: <br />
|-<br />
| || - primary reinforcement (thru #11) || 1 1/2" <br />
|-<br />
| || - stirrups, ties, spirals || 1" <br />
|-<br />
| colspan="2" | Conc. piles cast against or permanently exposed to earth || 2" <br />
|-<br />
| colspan="3" | '''*''' Absolute minimum cover shall be 2½ inches by LRFD 5.12.3. <br>The minimum cover for stirrup and tie steel shall be 1½ inches unless otherwise specified. <br>For minimum cover for drilled shafts and rock sockets, see [[751.37 Drilled Shafts#751.37.6.1 Reinforcement Design|EPG 751.37.6.1 Reinforcement Design]]. <br />
|}<br />
<br />
====751.5.9.2.7 Length Calculations ====<br />
Lengths of individual legs of shaped reinforcing bars shall be out to out dimensions using ¼-inch increments and rounded as required to maintain clearances. Lengths of straight reinforcing bars shall be determined using one-inch increments and rounded down to maintain clearances or rounded up to achieve proper lap.<br />
<br />
Nominal lengths, listed for fabricators use, is the summation of the individual out to out lengths. Actual lengths, listed for determining weight, is the length along the centerline of bar. Nominal and actual lengths shall be rounded to the nearest inch.<br />
<br />
=====751.5.9.2.7.1 Standard Pin Bend Shapes (All Grades)=====<br />
<br />
'''Hook Dimensions A or G and J:'''<br />
<br />
Dimension A or G is rounded up to the next quarter-inch increment to insure adequate extension of hook.<br />
<br />
Dimension J is rounded to the nearest eighth-inch increment.<br />
<br />
{| class="wikitable" style="text-align:center;"<br />
|- style="text-align:center; background-color:white;"<br />
| colspan="9" | [[image:Std Pin Bend Shapes 001.png|center|]]<br />
|- style="background-color:#c0c0c0;"<br />
| rowspan="2" | Bar Size<br />
| rowspan="2" | d<br />
| rowspan="2" | D<br />
| rowspan="2" | r<br />
| rowspan="2" | R<br />
| 90° Hooks<br />
| colspan="3" | 180° Hooks<br />
|- style="background-color:#c0c0c0;"<br />
| A or G<br />
| C<br />
| A or G<br />
| J<br />
|-<br />
| #4<br />
| 0.500"<br />
| 3.00"<br />
| 1.750"<br />
| 2.000"<br />
| 8"<br />
| 5.498"<br />
| 6"<br />
| 4"<br />
|-<br />
| #5<br />
| 0.625"<br />
| 3.75"<br />
| 2.188"<br />
| 2.500"<br />
| 10"<br />
| 6.872"<br />
| 7"<br />
| 5"<br />
|-<br />
| #6<br />
| 0.750"<br />
| 4.50"<br />
| 2.625"<br />
| 3.000"<br />
| 12"<br />
| 8.247"<br />
| 8¼"<br />
| 6"<br />
|-<br />
| #7<br />
| 0.875"<br />
| 5.25"<br />
| 3.063"<br />
| 3.500"<br />
| 14"<br />
| 9.621"<br />
| 9¾"<br />
| 7"<br />
|- style="background-color:#ffffcc;"<br />
| #7g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| 0.875"<br />
| 7.00"<br />
| 3.938"<br />
| 4.375"<br />
| 15"<br />
| 12.370"<br />
| 11½"<br />
| 8¾"<br />
|-<br />
| #8<br />
| 1.000"<br />
| 6.00"<br />
| 3.500"<br />
| 4.000"<br />
| 16"<br />
| 10.996"<br />
| 11"<br />
| 8"<br />
|- style="background-color:#ffffcc;"<br />
| #8g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| 1.000"<br />
| 8.00"<br />
| 4.500"<br />
| 5.000"<br />
| 17"<br />
| 14.137"<br />
| 13¼"<br />
| 10"<br />
|-<br />
| #9<br />
| 1.128"<br />
| 9.50"<br />
| 5.314"<br />
| 5.878"<br />
| 19½"<br />
| 16.694"<br />
| 15½"<br />
| 11¾"<br />
|-<br />
| #10<br />
| 1.270"<br />
| 10.75"<br />
| 6.010"<br />
| 6.645"<br />
| 22"<br />
| 18.881"<br />
| 17½"<br />
| 13¼"<br />
|-<br />
| #11<br />
| 1.410"<br />
| 12.00"<br />
| 6.705"<br />
| 7.410"<br />
| 24½"<br />
| 21.064"<br />
| 19½"<br />
| 14⅞"<br />
|-<br />
| #14<br />
| 1.693"<br />
| 18.25"<br />
| 9.972"<br />
| 10.818"<br />
| 31¼"<br />
| 31.326"<br />
| 27½"<br />
| 21⅝"<br />
|-<br />
| #18<br />
| 2.257"<br />
| 24.00"<br />
| 13.129"<br />
| 14.257"<br />
| 41½"<br />
| 41.244"<br />
| 36¼"<br />
| 28½"<br />
|- style="text-align:left;"<br />
| colspan="9" | d = Bar diameter &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; D = Finished bend diameter </br>D = 6d, (#4 thru #8 epoxy or uncoated bars) </br>D = 8d, (#7 & #8 galvanized bars) </br>D = Values shown, (#9 thru #18) </br>r = radius to centerline of bar = D/2 + d/2 &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; R = radius to outer edge of bar = r + d/2<br />
|- style="text-align:left; background-color:#ffffcc;"<br />
| colspan="9" | <span style="color:#01BF27"><sup>'''a'''</sup></span> #7g & #8g represent galvanized bars. </br>&nbsp;&nbsp; #7 & #8 represent uncoated and epoxy bars. </br>&nbsp;&nbsp; All other sizes represent uncoated, epoxy and galvanized bars.<br />
|}<br />
<br />
'''Bend Deductions:''' <br />
<br />
Bend Deductions are provided in the table below. For 180° standard hooks the bend deduction is already included in the A or G dimension. Do not subtract the bend deduction from the A or G dimension for 180° standard hooks.<br />
{| class="wikitable" style="text-align:center;"<br />
|- style="text-align:center; background-color:white;"<br />
| colspan="16" | [[image:Bend deductions 001.png|center|]]<br />
|- style="font-weight:bold; background-color:#c0c0c0;"<br />
| rowspan="2" | Bar Size<br />
| rowspan="2" | d<br />
| rowspan="2" colspan="2" | D<br />
| rowspan="2" colspan="2" | r<br />
| R<br />
| colspan="3" | Bend Angle V = 30°<br />
| colspan="3" | Bend Angle V = 45°<br />
| colspan="3" | Bend Angle V = 60°<br />
|- style="background-color:#c0c0c0;"<br />
| <br />
| M<br />
| C<br />
| Deduct<br />
| M<br />
| C<br />
| Deduct<br />
| M<br />
| C<br />
| Deduct<br />
|-<br />
| #4<br />
| 0.500"<br />
| colspan="2" | 3.00"<br />
| colspan="2" | 1.750"<br />
| 2.000"<br />
| 0.536"<br />
| 0.916"<br />
| 0.155"<br />
| 0.828"<br />
| 1.374"<br />
| 0.282"<br />
| 1.155"<br />
| 1.833"<br />
| 0.477"<br />
|-<br />
| #5<br />
| 0.625"<br />
| colspan="2" | 3.75"<br />
| colspan="2" | 2.188"<br />
| 2.500"<br />
| 0.670"<br />
| 1.145"<br />
| 0.194"<br />
| 1.036"<br />
| 1.718"<br />
| 0.353"<br />
| 1.443"<br />
| 2.291"<br />
| 0.596"<br />
|-<br />
| #6<br />
| 0.750"<br />
| colspan="2" | 4.50"<br />
| colspan="2" | 2.625"<br />
| 3.000"<br />
| 0.804"<br />
| 1.374"<br />
| 0.233"<br />
| 1.243"<br />
| 2.062"<br />
| 0.424"<br />
| 1.732"<br />
| 2.749"<br />
| 0.715"<br />
|-<br />
| #7<br />
| 0.875"<br />
| colspan="2" | 5.25"<br />
| colspan="2" | 3.063"<br />
| 3.500"<br />
| 0.938"<br />
| 1.604"<br />
| 0.272"<br />
| 1.450"<br />
| 2.405"<br />
| 0.494"<br />
| 2.021"<br />
| 3.207"<br />
| 0.834"<br />
|- style="background-color:#ffffcc;"<br />
| #7g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| 0.875"<br />
| colspan="2" | 7.00"<br />
| colspan="2" | 3.938"<br />
| 4.375"<br />
| 1.172"<br />
| 2.062"<br />
| 0.283"<br />
| 1.812"<br />
| 3.093"<br />
| 0.532"<br />
| 2.526"<br />
| 4.123"<br />
| 0.928"<br />
|-<br />
| #8<br />
| 1.000"<br />
| colspan="2" | 6.00"<br />
| colspan="2" | 3.500"<br />
| 4.000"<br />
| 1.072"<br />
| 1.833"<br />
| 0.311"<br />
| 1.657"<br />
| 2.749"<br />
| 0.565"<br />
| 2.309"<br />
| 3.665"<br />
| 0.954"<br />
|- style="background-color:#ffffcc;"<br />
| #8g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| 1.000"<br />
| colspan="2" | 8.00"<br />
| colspan="2" | 4.500"<br />
| 5.000"<br />
| 1.340"<br />
| 2.356"<br />
| 0.323"<br />
| 2.071"<br />
| 3.534"<br />
| 0.608"<br />
| 2.887"<br />
| 4.712"<br />
| 1.061"<br />
|-<br />
| #9<br />
| 1.128"<br />
| colspan="2" | 9.50"<br />
| colspan="2" | 5.314"<br />
| 5.878"<br />
| 1.575"<br />
| 2.782"<br />
| 0.368"<br />
| 2.435"<br />
| 4.174"<br />
| 0.696"<br />
| 3.394"<br />
| 5.565"<br />
| 1.223"<br />
|-<br />
| #10<br />
| 1.270"<br />
| colspan="2" | 10.75"<br />
| colspan="2" | 6.010"<br />
| 6.645"<br />
| 1.781"<br />
| 3.147"<br />
| 0.414"<br />
| 2.752"<br />
| 4.720"<br />
| 0.785"<br />
| 3.836"<br />
| 6.294"<br />
| 1.379"<br />
|-<br />
| #11<br />
| 1.410"<br />
| colspan="2" | 12.00"<br />
| colspan="2" | 6.705"<br />
| 7.410"<br />
| 1.986"<br />
| 3.511"<br />
| 0.460"<br />
| 3.069"<br />
| 5.266"<br />
| 0.873"<br />
| 4.278"<br />
| 7.021"<br />
| 1.535"<br />
|-<br />
| #14<br />
| 1.693"<br />
| colspan="2" | 18.25"<br />
| colspan="2" | 9.972"<br />
| 10.818"<br />
| 2.899"<br />
| 5.221"<br />
| 0.576"<br />
| 4.481"<br />
| 7.832"<br />
| 1.130"<br />
| 6.246"<br />
| 10.442"<br />
| 2.049"<br />
|-<br />
| #18<br />
| 2.257"<br />
| colspan="2" | 24.00"<br />
| colspan="2" | 13.129"<br />
| 14.257"<br />
| 3.820"<br />
| 6.874"<br />
| 0.766"<br />
| 5.905"<br />
| 10.311"<br />
| 1.500"<br />
| 8.231"<br />
| 13.748"<br />
| 2.714"<br />
|- style="background-color:#c0c0c0;"<br />
| rowspan="2" style="font-weight:bold;" | Bar Size<br />
| colspan="6" style="font-weight:bold;" | Bend Angle V = 90°<br />
| colspan="3" style="font-weight:bold;" | Bend Angle V = 120°<br />
| colspan="3" style="font-weight:bold;" | Bend Angle V = 135°<br />
| colspan="3" style="font-weight:bold;" | Bend Angle V = 150°<br />
|- style="background-color:#c0c0c0;"<br />
| colspan="2" | M<br />
| colspan="2" | C<br />
| colspan="2" | Deduct<br />
| M<br />
| C<br />
| Deduct<br />
| M<br />
| C<br />
| Deduct<br />
| M<br />
| C<br />
| Deduct<br />
|-<br />
| #4<br />
| colspan="2" | 2.000"<br />
| colspan="2" | 2.749"<br />
| colspan="2" | 1.251"<br />
| 3.464"<br />
| 3.665"<br />
| 3.263"<br />
| 4.828"<br />
| 4.123"<br />
| 5.534"<br />
| 7.464"<br />
| 4.581"<br />
| 10.347"<br />
|-<br />
| #5<br />
| colspan="2" | 2.500"<br />
| colspan="2" | 3.436"<br />
| colspan="2" | 1.564"<br />
| 4.330"<br />
| 4.581"<br />
| 4.079"<br />
| 6.036"<br />
| 5.154"<br />
| 6.917"<br />
| 9.330"<br />
| 5.727"<br />
| 12.933"<br />
|-<br />
| #6<br />
| colspan="2" | 3.000"<br />
| colspan="2" | 4.123"<br />
| colspan="2" | 1.877"<br />
| 5.196"<br />
| 5.498"<br />
| 4.895"<br />
| 7.243"<br />
| 6.185"<br />
| 8.300"<br />
| 11.196"<br />
| 6.872"<br />
| 15.520"<br />
|-<br />
| #7<br />
| colspan="2" | 3.500"<br />
| colspan="2" | 4.811"<br />
| colspan="2" | 2.189"<br />
| 6.062"<br />
| 6.414"<br />
| 5.710"<br />
| 8.450"<br />
| 7.216"<br />
| 9.684"<br />
| 13.062"<br />
| 8.018"<br />
| 18.107"<br />
|- style="background-color:#ffffcc;"<br />
| #7g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| colspan="2" | 4.375"<br />
| colspan="2" | 6.185"<br />
| colspan="2" | 2.565"<br />
| 7.578"<br />
| 8.247"<br />
| 6.909"<br />
| 10.562"<br />
| 9.278"<br />
| 11.847"<br />
| 16.328"<br />
| 10.308"<br />
| 22.347"<br />
|-<br />
| #8<br />
| colspan="2" | 4.000"<br />
| colspan="2" | 5.498"<br />
| colspan="2" | 2.502"<br />
| 6.928"<br />
| 7.330"<br />
| 6.526"<br />
| 9.657"<br />
| 8.247"<br />
| 11.067"<br />
| 14.928"<br />
| 9.163"<br />
| 20.693"<br />
|- style="background-color:#ffffcc;"<br />
| #8g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| colspan="2" | 5.000"<br />
| colspan="2" | 7.069"<br />
| colspan="2" | 2.931"<br />
| 8.660"<br />
| 9.425"<br />
| 7.896"<br />
| 12.071"<br />
| 10.603"<br />
| 13.539"<br />
| 18.660"<br />
| 11.781"<br />
| 25.540"<br />
|-<br />
| #9<br />
| colspan="2" | 5.878"<br />
| colspan="2" | 8.347"<br />
| colspan="2" | 3.409"<br />
| 10.181"<br />
| 11.130"<br />
| 9.232"<br />
| 14.191"<br />
| 12.521"<br />
| 15.861"<br />
| 21.937"<br />
| 13.912"<br />
| 29.962"<br />
|-<br />
| #10<br />
| colspan="2" | 6.645"<br />
| colspan="2" | 9.440"<br />
| colspan="2" | 3.850"<br />
| 11.509"<br />
| 12.587"<br />
| 10.432"<br />
| 16.042"<br />
| 14.161"<br />
| 17.924"<br />
| 24.799"<br />
| 15.734"<br />
| 33.865"<br />
|-<br />
| #11<br />
| colspan="2" | 7.410"<br />
| colspan="2" | 10.532"<br />
| colspan="2" | 4.288"<br />
| 12.834"<br />
| 14.043"<br />
| 11.626"<br />
| 17.889"<br />
| 15.798"<br />
| 19.980"<br />
| 27.654"<br />
| 17.554"<br />
| 37.755"<br />
|-<br />
| #14<br />
| colspan="2" | 10.818"<br />
| colspan="2" | 15.663"<br />
| colspan="2" | 5.973"<br />
| 18.737"<br />
| 20.884"<br />
| 16.590"<br />
| 26.117"<br />
| 23.495"<br />
| 28.739"<br />
| 40.373"<br />
| 26.105"<br />
| 54.641"<br />
|-<br />
| #18<br />
| colspan="2" | 14.257"<br />
| colspan="2" | 20.622"<br />
| colspan="2" | 7.892"<br />
| 24.694"<br />
| 27.496"<br />
| 21.891"<br />
| 34.419"<br />
| 30.933"<br />
| 37.906"<br />
| 53.208"<br />
| 34.370"<br />
| 72.045"<br />
|- style="text-align:left;"<br />
| colspan="16" | d = Bar diameter &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; D = Finished bend diameter </br>D = 6d, (#4 thru #8 epoxy or uncoated bars) </br>D = 8d, (#7 & #8 galvanized bars) </br>D = Values shown, (#9 thru #18) </br>Deduct = 2M – C &nbsp;&nbsp; (All angles) &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Deduct = 2R – C &nbsp;&nbsp; (90° only) </br>M = R(Tan V/2) &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; (All angles) &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; M = R &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; (90° only) </br>r = radius to centerline of bar = D/2 + d/2 &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; R = radius to outer edge of bar = r + d/2<br />
|- style="text-align:left; background-color:#ffffcc;"<br />
| colspan="16" | <span style="color:#01BF27"><sup>'''a'''</sup></span> #7g & #8g represent galvanized bars. </br>&nbsp;&nbsp; #7 & #8 represent uncoated and epoxy bars. </br>&nbsp;&nbsp; All other sizes represent uncoated, epoxy and galvanized bars.<br />
|}<br />
<br />
'''Example Length Calculations for a Standard Pin Bend Shape:''' <br />
<br />
{| <br />
|-<br />
| colspan="4" | Epoxy #7 standard shape with two 90° bends:<br />
|-<br />
| style="text-align:right;" | 180° Hook A<br />
| =<br />
| style="text-align:center;" | 9¾"<br />
| <span style="color:#01BF27">''1<sup>st</sup> table''</span><br />
| rowspan="9" | [[image:Shape12 example.png|center|]]<br />
|-<br />
| style="text-align:right;" | B<br />
| =<br />
| style="text-align:center;" | 2'-6"<br />
| <br />
|-<br />
| style="text-align:right;" | C<br />
| =<br />
| style="text-align:center;" | 2'-0"<br />
| <br />
|-<br />
| style="text-align:right;" | D<br />
| =<br />
| style="text-align:center;" | <u>&nbsp; 23" &nbsp;</u><br />
| <br />
|-<br />
| style="text-align:right;" | '''Nominal Length'''<br />
| =<br />
| style="text-align:center" | 7'-2¾" =<br />
| '''7'-3"''' <span style="color:#01BF27">*</span><br />
|-<br />
| style="text-align:right;" | 90° Bend Deducts<br />
| =<br />
| style="text-align:center" | <u>- 2(2.189")</u><br />
| <span style="color:#01BF27">''2nd table''</span><br />
|-<br />
| style="text-align:right;" | '''Actual Length'''<br />
| =<br />
| style="text-align:center; background-color:#FFF;" | 6'-10.372"=<br />
| '''6'-10"''' <span style="color:#01BF27">*</span><br />
|-<br />
| colspan="4" style="text-align:center;" | <span style="color:#01BF27">''* Rounded to nearest inch''</span><br />
|}<br />
<br />
=====751.5.9.2.7.2 Stirrup Pin Bend Shapes (All Grades)=====<br />
<br />
'''Hook Dimensions A or G, H and J:'''<br />
<br />
Dimension A or G is rounded up to the next quarter-inch increment to insure adequate extension of hook.<br />
<br />
Dimensions H and J are rounded to the nearest eighth-inch increment.<br />
<br />
{| class="wikitable" style="text-align:center;"<br />
|- style="text-align:center; background-color:white;"<br />
|colspan="12" | [[image:Stirrup Pin Bend Shapes 001.png|center]]<br />
|- style="font-weight:bold; background-color:#c0c0c0;"<br />
| rowspan="2" | Bar Size<br />
| rowspan="2" | d<br />
| rowspan="2" | D<br />
| rowspan="2" | r<br />
| rowspan="2" | R<br />
| 90° Hooks<br />
| colspan="3" | 135° Hooks<br />
| colspan="3" | 180° Hooks<br />
|- style="font-weight:bold; background-color:#c0c0c0;"<br />
| A or G<br />
| C<br />
| A or G<br />
| H<br />
| C<br />
| A or G<br />
| J<br />
|-<br />
| #4<br />
| 0.500"<br />
| 2.00"<br />
| 1.2500"<br />
| 1.500"<br />
| 4½"<br />
| 2.945"<br />
| 4½"<br />
| 2⅞"<br />
| 3.927"<br />
| 5"<br />
| 3"<br />
|- style="background-color:#ffffcc;"<br />
| #4g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| 0.500"<br />
| 3.00"<br />
| 1.7500"<br />
| 2.000"<br />
| 5"<br />
| 4.123"<br />
| 5¼"<br />
| 3"<br />
| 5.498"<br />
| 6"<br />
| 4"<br />
|-<br />
| #5<br />
| 0.625"<br />
| 2.50"<br />
| 1.5625"<br />
| 1.875"<br />
| 5¾"<br />
| 3.682"<br />
| 5¾"<br />
| 3⅝"<br />
| 4.909"<br />
| 5¾"<br />
| 3¾"<br />
|- style="background-color:#ffffcc;"<br />
| #5g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| 0.625"<br />
| 3.75"<br />
| 2.1875"<br />
| 2.500"<br />
| 6¼"<br />
| 5.154"<br />
| 6½"<br />
| 3⅞"<br />
| 6.872"<br />
| 7"<br />
| 5"<br />
|-<br />
| #6<br />
| 0.750"<br />
| 4.50"<br />
| 2.6250"<br />
| 3.000"<br />
| 12"<br />
| 6.185"<br />
| 7¾"<br />
| 4⅝"<br />
| 8.247"<br />
| 8¼"<br />
| 6"<br />
|- style="text-align:left;"<br />
| colspan="16" | d = Bar diameter </br>D = Finished bend diameter </br>D = 4d, (#4 & #5 epoxy or uncoated bars) </br>D = 6d, (#4 &5 galvanized bars & #6 bars) &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; H = R – ½ D (sin 45°) + 6d (sin 45°)</br>r = radius to outer edge of bar D/2 + d/2 &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; R = radius to outer edge of bar = r + d/2<br />
|- style="text-align:left; background-color:#ffffcc;"<br />
| colspan="16" | <span style="color:#01BF27"><sup>'''a'''</sup></span> #4g & #5g represent galvanized bars. </br>&nbsp;&nbsp; #4 & #5 represent uncoated and epoxy bars. </br>&nbsp;&nbsp; #6 represent uncoated, epoxy and galvanized bars.<br />
|}<br />
<br />
'''Bend Deductions:'''<br />
<br />
Bend Deductions are provided in the table below. For 135° and 180° stirrup hooks the bend deduction is already included in the A or G dimension. Do not subtract the bend deduction from the A or G dimension for 135° and 180° stirrup hooks.<br />
<br />
{| class="wikitable" style="text-align:center;"<br />
|- style="text-align:center; background-color:white;"<br />
| colspan="16" | [[image:Stirrup Pin Bend Shapes 002.png|center]]<br />
|- style="font-weight:bold; background-color:#c0c0c0;"<br />
| rowspan="2" | Bar Size<br />
| rowspan="2" | d<br />
| rowspan="2" colspan="2" | D<br />
| rowspan="2" colspan="2" | r<br />
| rowspan="2" | R<br />
| colspan="3" | Bend Angle V = 30°<br />
| colspan="3" | Bend Angle V = 45°<br />
| colspan="3" | Bend Angle V = 60°<br />
|- style="font-weight:bold; background-color:#c0c0c0;"<br />
| M<br />
| C<br />
| Deduct<br />
| M<br />
| C<br />
| Deduct<br />
| M<br />
| C<br />
| Deduct<br />
|-<br />
| #4<br />
| 0.500"<br />
| colspan="2" | 2.00"<br />
| colspan="2" | 1.250"<br />
| 1.500"<br />
| 0.402"<br />
| 0.654"<br />
| 0.149"<br />
| 0.621"<br />
| 0.982"<br />
| 0.261"<br />
| 0.866"<br />
| 1.309"<br />
| 0.423"<br />
|- style="background-color:#ffffcc;"<br />
| #4g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| 0.500"<br />
| colspan="2" | 3.00"<br />
| colspan="2" | 1.750"<br />
| 2.000"<br />
| 0.536"<br />
| 0.916"<br />
| 0.155"<br />
| 0.828"<br />
| 1.374"<br />
| 0.282"<br />
| 1.155"<br />
| 1.833"<br />
| 0.477"<br />
|-<br />
| #5<br />
| 0.625"<br />
| colspan="2" | 2.50"<br />
| colspan="2" | 1.563"<br />
| 1.875"<br />
| 0.502"<br />
| 0.818"<br />
| 0.187"<br />
| 0.777"<br />
| 1.227"<br />
| 0.326"<br />
| 1.083"<br />
| 1.636"<br />
| 0.529"<br />
|- style="background-color:#ffffcc;"<br />
| #5g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| 0.625"<br />
| colspan="2" | 3.75"<br />
| colspan="2" | 2.188"<br />
| 2.500"<br />
| 0.670"<br />
| 1.145"<br />
| 0.194"<br />
| 1.036"<br />
| 1.718"<br />
| 0.353"<br />
| 1.443"<br />
| 2.291"<br />
| 0.596"<br />
|-<br />
| #6<br />
| 0.750"<br />
| colspan="2" | 4.50"<br />
| colspan="2" | 2.625"<br />
| 3.000"<br />
| 0.804"<br />
| 1.374"<br />
| 0.233"<br />
| 1.243"<br />
| 2.062"<br />
| 0.424"<br />
| 1.732"<br />
| 2.749"<br />
| 0.715"<br />
|- style="font-weight:bold; background-color:#c0c0c0;"<br />
| rowspan="2" | Bar Size<br />
| colspan="6" | Bend Angle V = 90°<br />
| colspan="3" | Bend Angle V = 120°<br />
| colspan="3" | Bend Angle V = 135°<br />
| colspan="3" | Bend Angle V = 150°<br />
|- style="font-weight:bold; background-color:#c0c0c0;"<br />
| colspan="2" | R<br />
| colspan="2" | C<br />
| colspan="2" | Deduct<br />
| M<br />
| C<br />
| Deduct<br />
| M<br />
| C<br />
| Deduct<br />
| M<br />
| C<br />
| Deduct<br />
|-<br />
| #4<br />
| colspan="2" | 1.500"<br />
| colspan="2" | 1.963"<br />
| colspan="2" | 1.037"<br />
| 2.598"<br />
| 2.618"<br />
| 2.578"<br />
| 3.621"<br />
| 2.945"<br />
| 4.297"<br />
| 5.598"<br />
| 3.272"<br />
| 7.924"<br />
|- style="background-color:#ffffcc;"<br />
| #4g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| colspan="2" | 2.000"<br />
| colspan="2" | 2.749"<br />
| colspan="2" | 1.251"<br />
| 3.464"<br />
| 3.665"<br />
| 3.263"<br />
| 4.828"<br />
| 4.123"<br />
| 5.534"<br />
| 7.464"<br />
| 4.581"<br />
| 10.347"<br />
|-<br />
| #5<br />
| colspan="2" | 1.875"<br />
| colspan="2" | 2.454"<br />
| colspan="2" | 1.296"<br />
| 3.248"<br />
| 3.272"<br />
| 3.223"<br />
| 4.527"<br />
| 3.682"<br />
| 5.372"<br />
| 6.998"<br />
| 4.091"<br />
| 9.905"<br />
|- style="background-color:#ffffcc;"<br />
| #5g<span style="color:#01BF27"><sup>'''a'''</sup></span><br />
| colspan="2" | 2.500"<br />
| colspan="2" | 3.436"<br />
| colspan="2" | 1.564"<br />
| 4.330"<br />
| 4.581"<br />
| 4.079"<br />
| 6.036"<br />
| 5.154"<br />
| 6.917"<br />
| 9.330"<br />
| 5.727"<br />
| 12.933"<br />
|-<br />
| #6<br />
| colspan="2" | 3.000"<br />
| colspan="2" | 4.123"<br />
| colspan="2" | 1.877"<br />
| 5.196"<br />
| 5.498"<br />
| 4.895"<br />
| 7.243"<br />
| 6.185"<br />
| 8.300"<br />
| 11.196"<br />
| 6.872"<br />
| 15.520"<br />
|- style="text-align:left;"<br />
| colspan="16" | d = Bar diameter &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; D = Finished bend diameter </br>D = 4d, (#4 & #5 epoxy or uncoated bars) </br>D = 6d, (#4 &5 galvanized bars & #6 bars)</br>Deduct = 2M – C &nbsp;&nbsp; (All angles) &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Deduct = 2R – C &nbsp;&nbsp; (90° only) </br>M = R(Tan V/2) &nbsp;&nbsp;&nbsp;&nbsp;&nbsp; (All angles) &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; M = R &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; (90° only) </br>r = radius to centerline of bar = D/2 + d/2 &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; R = radius to outer edge of bar = r + d/2<br />
|- style="text-align:left; background-color:#ffffcc;"<br />
| colspan="16" | <span style="color:#01BF27"><sup>'''a'''</sup></span> #4g & #5g represent galvanized bars. </br>&nbsp;&nbsp; #4 & #5 represent uncoated and epoxy bars. </br>&nbsp;&nbsp; #6 represent uncoated, epoxy and galvanized bars.<br />
|}<br />
<br />
'''Example Length Calculations for a Stirrup Pin Bend Shape:''' <br />
<br />
{| <br />
|-<br />
| colspan="4" | Uncoated #4 stirrup with two 90° bends:<br />
|-<br />
| style="text-align:right;" | 135° Hooks A & G<br />
| =<br />
| style="text-align:center;" | 2(4½")<br />
| <span style="color:#01BF27">''1<sup>st</sup> table''</span><br />
| rowspan="9" | [[image:Shape31S example.png|center|]]<br />
|-<br />
| style="text-align:right;" | B<br />
| =<br />
| style="text-align:center;" | 2'-6"<br />
| <br />
|-<br />
| style="text-align:right;" | C<br />
| =<br />
| style="text-align:center;" | 3'-0"<br />
| <br />
|-<br />
| style="text-align:right;" | D<br />
| =<br />
| style="text-align:center;" | <u>&nbsp; 2'-6" &nbsp;</u><br />
| <br />
|-<br />
| style="text-align:right;" | '''Nominal Length'''<br />
| =<br />
| style="text-align:center" | 8'-9"<br />
| <br />
|-<br />
| style="text-align:right;" | 90° Bend Deducts<br />
| =<br />
| style="text-align:center" | <u>- 2(1.037")</u><br />
| <span style="color:#01BF27">''2nd table''</span><br />
|-<br />
| style="text-align:right;" | '''Actual Length'''<br />
| =<br />
| style="text-align:center; background-color:#FFF;" | 8'-6.926"=<br />
| '''8'-7"''' <span style="color:#01BF27">*</span><br />
|-<br />
| colspan="4" style="text-align:center;" | <span style="color:#01BF27">''* Rounded to nearest inch''</span><br />
|}<br />
<br />
====751.5.9.2.8 Development and Lap Splices====<br />
<br />
{| class="wikitable" style="text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" align="center"|Development and Lap Splice Table of Contents<br />
|-<br />
|1. [[#751.5.9.2.8.1 Development and Lap Splice General|General]]<br />
|-<br />
|2. [[#751.5.9.2.8.2 Development and Lap Splices of Straight Deformed Bars in Tension|Development and Lap Splices of Straight Deformed Bars in Tension]]<br />
|-<br />
|3. [[#751.5.9.2.8.3 Development and Lap Splices of Deformed Bars in Compression|Development and Lap Splices of Deformed Bars in Compression]]<br />
|-<br />
|4. [[#751.5.9.2.8.4 Development and Lap Splices of Standard Hooked Deformed Bars in Tension|Development and Lap Splices of Standard Hooked Deformed Bars in Tension]]<br />
|}<br />
<br />
=====751.5.9.2.8.1 Development and Lap Splice General=====<br />
'''Development of Straight Tension Reinforcement '''<br />
<br />
Development lengths for tension reinforcement shall be calculated in accordance with LRFD 5.10.8.2.1.<br />
<br />
Excess reinforcement modification factor (λ''<sub>er</sub>'') and beneficial clamping stresses (β''<sub>t</sub>'' component of λ''<sub>rc</sub>'') of LRFD 5.10.8.2.1c may be used in situations where development length is difficult to attain. All other modification factors shall be used. <br />
<br />
Temperature and shrinkage reinforcement are assumed to fully develop the specified yield stresses. Therefore the development length shall not be reduced by λ''<sub>er</sub>'' . <br />
<br />
Development lengths for tension reinforcement have been tabulated on the following pages and include the modification factors except as described above. <br />
<br />
'''Lap Splices of Tension Reinforcement (Straight and Hooked)'''<br />
<br />
Lap splice lengths for tension reinforcement shall be calculated in accordance with LRFD 5.10.8.4.2a and 5.10.8.4.3a. Class B splices are preferred when possible, however it is permissible to use Class A when physical space is limited and Class A requirements are met. It should be noted that "''required by analysis''" of the Class A requirements is based on the stress encountered at the splice location, which is not necessarily the maximum stress used to design the reinforcement. Lap splice lengths for tension reinforcement have been tabulated on the following pages and include the development length modification factors as described above. <br />
<br />
'''Development of Hooked Tension Reinforcement'''<br />
<br />
Development lengths of hooked tension reinforcement shall be calculated in accordance with LRFD 5.10.8.2.4.<br />
<br />
Excess reinforcement modification (λ''<sub>er</sub>'') and beneficial clamping stresses (β''<sub>t</sub>'' component of λ''<sub>rc</sub>'') of LRFD 5.10.8.2.1c may be used in situations where development length is difficult to attain. The permissible 20 percent reduction of LRFD 5.10.8.2.4c may be used in situations where development length is difficult to attain and where required conditions are met. All other modification factors shall be used. <br />
<br />
Development lengths of hooked tension reinforcement have been tabulated on the following pages and include the modification factors except as described above. <br />
<br />
'''Development of Compression Reinforcement '''<br />
<br />
Development lengths for compression reinforcement shall be calculated in accordance with LRFD 5.10.8.2.2. <br />
<br />
Excess reinforcement modification factor (λ''<sub>er</sub>'') of LRFD 5.10.8.2.2b may be used in situations where development length is difficult to attain. All other modification factors shall be used. <br />
<br />
Development lengths for compression reinforcement have been tabulated on the following pages and include the modification factors except as described above. <br />
<br />
'''Lap Splices of Compression Reinforcement '''<br />
<br />
Lap splices lengths for compression reinforcement shall be calculated in accordance with LRFD 5.10.8.4.2a and 5.10.8.4.5a. <br />
<br />
Splice lengths for compression reinforcement have been tabulated on the following pages.<br />
<br />
=====751.5.9.2.8.2 Development and Lap Splices of Straight Deformed Bars in Tension=====<br />
The values in the following table are based on Grade 60 bars (ƒ''<sub>y</sub>'' = 60 ksi) and may be adjusted for yield strengths up to 100 ksi. The final step in the table adjusts values for other material strengths. The values for Grade 40 bars are 45% (40<sup>2</sup>/60<sup>2</sup>) of the values in the table (not less than 12 inches), and values for 100 ksi bars are 280% (100<sup>2</sup>/60<sup>2</sup>) of the values in the table. <br />
<br />
[[File:751.5.9.2.8.2_01.jpg|900px]]<br />
[[File:751.5.9.2.8.2_02.jpg|900px]]<br />
[[File:751.5.9.2.8.2_03.jpg|900px]]<br />
<br />
=====751.5.9.2.8.3 Development and Lap Splices of Deformed Bars in Compression=====<br />
The values in the following table are based on Grade 60 bars. Development lengths may be adjusted for yield strengths up to 100 ksi. Lap splice lengths for yield strengths greater than 60 ksi up to 100 ksi shall be calculated in accordance LRFD 5.10.8.4.5a. The final step in the table adjusts values for other material strengths. The values for Grade 40 bars are 40/60 of the values in the table (not less than 8 in. for development length and 12 in. for lap splice length). <br />
<br />
[[File:751.5.9.2.7.3.jpg|900px]]<br />
<br />
=====751.5.9.2.8.4 Development and Lap Splices of Standard Hooked Deformed Bars in Tension=====<br />
<br />
The hooked bar development length (''l<sub>dh</sub>'') is measured from the critical section to the outside edge of the hook. <br />
<br />
The values in the following table are based on Grade 60 bars. Due to the complexity of the ''l<sub>dh</sub>'' formula, hooked bar development lengths will need to be calculated manually for ƒ''<sub>c</sub>'' other than 3 and 4 ksi and for ƒ''<sub>y</sub>'' other than 60 ksi. Transverse reinforcement requirements for other material strengths are specified at the bottom of the table.<br />
<br />
[[File:751.5.9.2.8.4_01.jpg|900px]]<br />
[[File:751.5.9.2.8.4_02.jpg|900px]]<br />
[[File:751.5.9.2.8.4_03.jpg|900px]]<br />
[[File:751.5.9.2.8.4_04.jpg|900px]]<br />
[[File:751.5.9.2.8.4_05.jpg|900px]]<br />
<br />
====751.5.9.2.9 Mechanical Bar Splices ====<br />
{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="290px" align="right" <br />
|-<br />
|[https://epg.modot.org/forms/general_files/BR/MBS_example.pdf ''' Mechanical Bar Splice Example Details''']<br />
|}<br />
<br />
=====751.5.9.2.9.1 General =====<br />
Mechanical bar splices (MBS) may be used in situations where it is not possible or practical to use lap splices. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 706] and [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 710] require contractors to provide certification that MBS systems meet the yield requirement for overstrength of LRFD 5.10.8.4.2b and therefore there is no design required for these systems. However practical design may require specificity of a particular type of MBS, i.e. a device for restrictive applications determined on a case-by-case basis. See Structural Project Manager or Structural Liaison Engineer.<br />
<br />
=====751.5.9.2.9.2 Details =====<br />
MBS shall be shown at all locations where required and contrasted to distinguish them from the reinforcing bars. MBS locations shall identify a unique combination of bar marks. Identifying combination and quantity shall follow standard detailing practice, e.g. 6-MBS H106-H104 or MBS H106-H104 (Typ.). Space limitations on plans may require use of footnotes. MBS shall be specified as shown indicating bar marks to be spliced. <br />
<br />
[[image:751.5.9.2.8.2 details.jpg|center|900px]]<br />
<br />
<u>Exception:</u> MBS for bridge approach slabs shall be specified generally since bars are not uniquely identified. Good detailing practice requires that construction joints and estimated quantities of MBS systems be shown. The standard drawings for bridge approach slabs shall be modified to show staged construction. <br />
<br />
[[image:751.5.9.2.8.2 section bb.jpg|center|800px]]<br />
<br />
=====751.5.9.2.9.3 Estimated Quantities =====<br />
If the overall quantity of mechanical bar splices required for a structure is 50 or greater not including any required in bridge approach slabs, then mechanical bar splices will be paid for separately and shown in all quantities tables otherwise their cost shall be covered by the contract unit price for other items. <br />
<br />
MBS that are required in bridge approach slabs will not be directly paid for but instead the cost will be considered completely covered by the contract unit price for the bridge approach slab. <br />
<br />
=====751.5.9.2.9.4 Notes =====<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A3._All_Structures EPG 751.50 A3] for appropriate note and guidance for use.<br />
<br />
===751.5.9.3 Structural Steel ===<br />
<center><br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:left"<br />
|+ <br />
!style="background:#BEBEBE" colspan ="3"|Structural Steel Table of Contents<br />
|-<br />
|1. [[#751.5.9.3.1 Welding|Welding]] ||2. [[#751.5.9.3.2 Notch Toughness|Notch Toughness]]||3. [[#751.5.9.3.3 Fracture Control Plan (FCP) *|Fracture Control Plan]]<br />
|}<br />
</center><br />
<br />
====751.5.9.3.1 Welding ====<br />
<br />
=====751.5.9.3.1.1 General=====<br />
All welding shall be detailed in accordance with ANSI / AASHTO / AWS D1.5, Bridge Welding Code. <br />
<br />
The following chart shows the suggested minimum weld sizes. However, these may be increased to satisfy design requirements. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+ <br />
!Minimum Fillet Weld !!Material thickness of thicker part joined <br />
|-<br />
|1/4" ||t"<math>\le</math> 3/4" <br />
|-<br />
|5/16" ||3/4" < t <math>\le</math> 2 1/2" <br />
|-<br />
|1/2" ||t > 2 1/2" <br />
|}<br />
</center><br />
<br />
The factored resistance of a welded connection is governed by the resistance of the base metal or the deposited weld metal. <br />
<br />
The factored resistance of the base metal is: <br />
<br />
:''R<sub>r</sub> = φ<sub>v</sub>(0.58A<sub>g</sub>F<sub>y</sub>)''<br />
<br />
Where: <br />
:''φ<sub>v</sub>'' = 1.0 (Resistance factor for shear) <br />
:''A<sub>g</sub>'' = gross area of smaller connection element <br />
:''F<sub>y</sub>''= specified minimum yield strength of connection element <br />
<br />
Allowable shear load of the base metal = ''R<sub>r</sub>A<sub>g</sub>''<br />
<br />
The factored resistance of the deposited weld metal is: <br />
<br />
:''R<sub>r</sub> = 0.6φ<sub>e2</sub>F<sub>exx</sub>''<br />
<br />
Where: <br />
:''φ<sub>e2</sub>'' = 0.8 (Resistance factor for fillet weld material) <br />
:''F<sub>exx</sub>'' = tensile strength of electrode classification. <br />
<br />
Allowable Shear Loads for Fillet Welds = ''(R<sub>r</sub>)(0.707)(weldsize)''<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto; text-align:center"<br />
|+ <br />
!Size of Fillet Weld (Inch)!!width=250| Allowable Factored Shear Loads For Fillet Welds *(kips per linear inch) <br />
|-<br />
|1/4|| 5.939 <br />
|-<br />
|5/16|| 7.424 <br />
|-<br />
|3/8|| 8.908 <br />
|-<br />
|1/2|| 11.878 <br />
|-<br />
|5/8|| 14.847 <br />
|-<br />
|3/4|| 17.816 <br />
|-<br />
|7/8|| 20.786 <br />
|-<br />
|1|| 23.755 <br />
|-<br />
|colspan="2" align="left"|'''*''' based on ''F<sub>exx</sub>'' = 70 ksi<br />
|}<br />
</center><br />
<br />
=====751.5.9.3.1.2 Minimum Length of Fillet Weld =====<br />
The minimum effective length of a fillet weld shall be four times its size and in no case less than 1½ inches. <br />
<br />
=====751.5.9.3.1.3 Maximum Sizes of Fillet Welds =====<br />
<br />
[[image:751.5.9.3.1.3.jpg|center|550px]]<br />
<br />
<br />
=====751.5.9.3.1.4 Standard Welding Symbols and Application of Symbols=====<br />
<br />
[[image:751.5.9.3.1.4.1.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.2.jpg|center|920px]] <br />
::::'''*''' Normally not used except for flush or upset welds <br />
[[image:751.5.9.3.1.4.3.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.4.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.5.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.6.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.7.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.8.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.9.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.10.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.11.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.12.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.13.jpg|center|920px]]<br />
[[image:751.5.9.3.1.4.14.jpg|center|920px]]<br />
<br />
<br />
<br />
<br />
====751.5.9.3.2 Notch Toughness ====<br />
'''Wide Flange Beam Structures: '''<br />
Proper notes to be placed on plans. <br />
<br />
'''Plate Girder Structures: '''<br />
Proper notes to be placed on plans. Typical examples for location of *** on plans for tension flange only of plate girders are shown below. <br />
<br />
[[image:751.5.9.3.2.jpg|center|850px]]<br />
<br />
Other special locations for *** will be for tension flanges of floor beams in straight girder bridges, and for top and bottom flanges of floor beams in curved girder bridges. <br />
<br />
When any splices are located in a moment area, all flange and web splice plates for the bridge are subject to notch toughness requirements. Show *** with detail of flange splice plate. <br />
<br />
====751.5.9.3.3 Fracture Control Plan (FCP) ====<br />
ANSI/AASHTO/AWS D1.5: 2025, Bridge Welding Code, Clause 12, Fracture Control Plan (FCP) for Nonredundant Members shall apply to fracture critical non-redundant members.<br />
<br />
Main elements and components whose failure is expected to cause the collapse of the bridge shall be designated as failure-critical, and the associated structural system as non-redundant. Examples of non-redundant members are flange and web plates in one or two girder bridges, main one-element truss members and hanger plates. <br />
<br />
For non-redundant steel structures or members, the designer shall determine which, if any, component is a Fracture Critical Member (FCM). The location of all FCMs shall be clearly delineated on the design plans. <br />
<br />
FCMs are defined as tension members or tension components of bending members (including those subject to reversal of stress), the failure of which would be expected to result in collapse of the bridge. The designation "FCM" shall mean fracture critical member or member component. Members and components that are not subject to tension stress under any condition of live load are not fracture critical. <br />
<br />
Any attachment welded to a tension zone of an FCM shall be considered an FCM when any dimension of the attachment exceeds 4 inches in the direction parallel to the calculated tensile stress in the FCM. Attachments designated FCM shall meet all requirements of FCP. All welds to FCMs shall be considered fracture critical and shall conform to the requirements of FCP. Welds to compression members or the compression area of bending members are not fracture critical. <br />
<br />
FCMs shall be fabricated in accordance with FCP. Material for FCM shall be tested in accordance with AASHTO T243 (ASTM A673), Frequency P. Material for components not designed as fracture critical shall be tested in conformance with AASHTO T243 (ASTM A673), Frequency H. [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] and FCM Special Provisions will include additional requirement for material, welding, inspection and manufacturing. <br />
<br />
Notes EPG 751.50 Miscellaneous A5.1 and H1.23b Structural Steel for Wide Flange Beams and Plate Girder Structures shall be placed on contract plans as required.<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines|751.05]]</div>Hoskirhttps://epg.modot.org/index.php?title=Category:712_Structural_Steel_Construction&diff=58599Category:712 Structural Steel Construction2026-05-06T14:24:43Z<p>Hoskir: /* 712.1.4.1.3 Shear Connector Welding */ updated per RR4179</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Steel Girder Bridge, Testing, Load Rating'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri97003/RDT99004.pdf Report 1999]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|- <br />
|'''Approved Products'''<br />
|-<br />
|[https://www.modot.org/media/465 Qualified Protective Coatings for Machined Finished Surfaces]<br />
|}<br />
<br />
<br />
==712.1 Construction Inspection for Sec 712==<br />
The important feature of structural steel inspection includes such items as:<br />
:(a) inspection of handling, unloading, storing, and erecting of the various members to make sure they are not subjected to excessive stress<br />
:(b) erection with proper camber, adequately supported<br />
[[image:712.jpg|right|450px]]<br />
:(c) use of the required number of pins and erection bolts to hold all members rigidly in place<br />
:(d) welding or bolting in such a manner that the designed stress and desired appearance is maintained. Any high strength bolts used as temporary erection bolts must be replaced with new permanent bolts.<br />
<br />
Successful structural steel erection work will directly relate to skill of the workmen and thoroughness of the inspector. Welders must be qualified by passing required tests. Even though no tests are required for the bolting crew, the inspector has authority to insist that an experienced crew be used.<br />
<br />
Fabrication Inspection Shipment Releases (FISRs) for structural steel and other metal products on structures such as decorative fences and similar steel fabrications are issued by the Bridge Division Fabrication Section inspector. These FISRs are issued by email to the fabricator and the Resident Engineer. The fabricator shall send these FISRs to the contractor. Refer to [[:Category:1080 Structural Steel Fabrication|EPG 1080 Structural Steel Fabrication]] for more information regarding fabrication inspection shipment releases.<br />
<br />
===712.1.1 Expansion Joints===<br />
Expansion joints include all devices by which expansion due to temperature is dissipated within the joint instead of being transmitted to adjacent elements. Expansion joints will normally be provided for bridge superstructure steel, bridge decks and handrails. For this instruction, joints in floors and handrails will also be considered.<br />
<br />
'''Prior to Setting Expansion Joints:'''<br />
<br />
:Check vertical and horizontal dimensions.<br />
:Check condition of joint upon delivery and provision for storage until installation.<br />
:Check filler material for closed joints.<br />
:Compute temperature correction.<br />
<br />
'''During Construction:'''<br />
<br />
:Set joints according to temperature correction.<br />
:Align finger type joints exactly to ensure free movement without lateral contact.<br />
:If compressible fill material is specified, joints to be filled must be clean and all paint or rust adhering to the structural steel must be removed to obtain necessary adhesion for a waterproof joint. Provide bottom support to prevent it from falling out of the joint, if loosened.<br />
:Where the plans call for sealing of joints with hotpoured rubber-asphalt type compound, special care and equipment are required to obtain a satisfactory job. Heating of joint material must be done in a special double boiler kettle. Temperature of the material should be maintained at or very near that specified by the manufacturer. The joint must be dry and cleaned with air just ahead of the actual pouring operation. The joint should also be poured high to allow for settlement and contraction of joint material as it cools.<br />
:If sleeve type joints are specified, as in handrails, set the inside element symmetrically with outside so that no localized friction will prevent free action of the sleeve.<br />
:No material shall be allowed to enter the joint to prevent its free movement.<br />
After Construction:<br />
:After normal dead load has been taken by all elements of the structure, check freedom of movement.<br />
:Check final position of joint against computed position for the current temperature.<br />
:Remove any foreign material which may have entered the joint during construction.<br />
<br />
===712.1.2 Expansion And Contraction Computations===<br />
Expansion joints at ends of continuous units should be set carefully for elevation and opening, as well as checking the meshing of fingers in finger joints. Joint openings are given on bridge plans for a specified temperature, usually 60&deg; F. Should the joint be set at a temperature other than specified, the opening must be adjusted. The coefficient of expansion of steel is 0.0000065 per degree F. Suppose for instance, that a joint opening is given as 1-1/8 in. at 60&deg; F and the sum of the distances each side of the joint to the adjacent fixed shoes in the bridge is 165 ft. Assume temperature of the structural steel to be 95&deg; F when this joint is set. The correction is found by multiplying the difference in degrees coefficient of expansion of steel; that is:<br />
<br />
:(95&deg; - 65&deg;) x 165 ft. x 0.0000065 per degree<br />
:= 35 x 165 x 0.0000065<br />
:= 7/16 in.<br />
<br />
Since the temperature when setting the joint was greater than 60&deg; F, at which the joint was<br />
computed, the correction of 7/16 in. should be deducted if the joint is to give 1-1/8 in. opening at 60&deg;. The opening at which the joint should be set at 95&deg; would be 1-1/8 in. less 7/16 in. or 11/16 in. Likewise if the temperature at which the joint is set should be lower than that given on the plans, the correction should be added to the joint opening to give the required opening at plan temperature. Both sides of each joint should be set in place and checked for alignment and fit before any permanent connections are made to either side to ensure: (1) smooth riding surface, (2) proper depth of concrete slab, and (3) a joint which will operate correctly with expansion and contraction movements of the bridge.<br />
<br />
For bearing devices, specified temperatures will be used as the basic temperature on which to base an allowance for expansion or contraction. Rockers and rollers should be vertical and masonry plates in a neutral position for full dead load at this specified temperature. The masonry plates shall be placed in this position for all degrees of temperature but the rockers shall be tipped in the proper direction and the rollers placed in the required position to compensate for the amount of expansion or contraction of steel at the time they are placed.<br />
<br />
===712.1.3 Bearings===<br />
Bearings are devices for transferring superstructure loads to bridge seats. They include masonry bearing plates, elastomeric pads, shoes, rockers, rollers, and combinations of them some of which may be teflon coated. Anchors are the means of preventing movement of bearing devices on bridge seats and include anchor bolts, bars, or structural shapes. Earthquake retainers are provided on some bridges to prevent the bearing devices from moving off the bearing area.<br />
<br />
'''Prior to setting of Bearings or Anchorage:'''<br />
:Check vertical and horizontal dimensions.<br />
:Check condition of bearing upon delivery and provisions for storage until installation.<br />
:Inspect bridge seats to ensure that they are finished to receive bearings.<br />
:If anchorages have been cast in place during construction of bridge seat, check for accuracy.<br />
:Compute temperature correction.<br />
<br />
'''During Construction:'''<br />
:Anchor bolt wells which are formed will be detailed on the bridge plans typically. Holes for anchor bolts may be drilled as a contractor option and will be noted on the plans typically. Either wells or holes must be kept free of water in freezing weather. <br />
:Position of anchor bolts with respect to expansion bearing details shall correspond with the position indicated for the temperature at time of erection.<br />
:Formed wells or drilled or formed holes will be backfilled after anchors are set with non-shrink grout completely filling the space in the hole.<br />
:Correct any irregularities in bearing plate areas of bridge seat.<br />
:Set bearing plates in exact position with full uniform bearing on contact surface.<br />
:Unless otherwise specified, contact surfaces shall be painted in accordance with the specifications. Compressed rubber and fabric pads shall be placed under the bearing plates as shown on the plans.<br />
:Rocker or roller, if used, shall be set in the position dictated by temperatures at time of setting.<br />
:Where expansion bearings include sliding plates of different coefficients of friction, care must be taken not to reverse the position of the two plates with respect to each other and to the bridge seat.<br />
<br />
===712.1.4 Welding===<br />
====712.1.4.1 Field Welding====<br />
{|style="padding: 0.3em; margin-right:20px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="right" <br />
|-<br />
|[[media:712.1.4 welding safety tips.pdf|<center>'''Welding Safety Tips'''</center>]]<br />
|}<br />
<br />
=====712.1.4.1.1 Field Welder Cards=====<br />
Specifications require that field welders shall be certified by an established facility with an accredited American Welding Society (AWS) certification program defined in the current AWS Standard QC4. Welders shall be certified per the current QC7 Standard for AWS Certified Welders. The code of acceptance shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.3.4 Applicable Codes]. Welders who have successfully completed the certification program will be issued an AWS Welder Card. AWS also has an agreement with the Ironworkers Union that allows them to be accredited test facilities for Ironworkers Union members that meet the same requirements of QC4 and QC7. A copy of the AWS Welder card and the Ironworkers Union card are shown: <br />
[[image:712.1.4.1.1.jpg|center|875px]]<br />
<br />
The AWS website has a link that provides guidance on interpreting the information that is shown on the back of the cards furnished by both AWS and the Ironworkers Union. A [https://www.aws.org/certification/onlinecertificationverification link to the AWS website that provides both locations of accredited test facilities (ATF) and interpretation of the welder card information] is available.<br />
<br />
AWS certification shall be considered in effect indefinitely provided that the welder remains active in the process that they are qualified for without an interruption greater than six months and there is no specific reason to question the welder’s ability to produce quality welds. Certification maintenance is the responsibility of the welder and shall be presented to the engineer upon request. The welder shall present a copy of their AWS or Ironworkers Union card to the engineer prior to welding. Welders that have tested within six months of welding on a project may have a temporary certification letter provided by the test facility that may be used while the card is being produced. Certification maintenance shall be in accordance with AWS QC7 and the supplement QC7G. Questions regarding the validity of temporary cards may be directed to the Construction and Materials Division.<br />
<br />
If the engineer has reason to question the ability of the welder, a retest should be requested. Retests shall be conducted by an AWS accredited test facility.<br />
<br />
=====712.1.4.1.2 Field Welding Minimum Certifications=====<br />
<br />
For inspection purposes some of the specific types of work and the minimum required position certification are as shown in the following table: <br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="350" style="background:#BEBEBE" |Type of Work!! style="background:#BEBEBE" |Required Position Certification<br />
|-<br />
|Steel Pile Splices (HP & Shell Piles) ||2G<br />
|-<br />
|Steel Pile Points (HP & Shell Piles)|| 2G<br />
|-<br />
|Stay-in-Place Form Support Angles ||None<br />
|-<br />
|Girder/Beam Flanges to Bearing Plates|| 2G<br />
|-<br />
|Stiffeners ||3G<br />
|-<br />
|Anything else not listed ||3G unless otherwise specified by the Engineer.<br />
|}<br />
</center><br />
A welder qualified for one position also qualifies for performing other welds as shown in the following table: <br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="350" style="background:#BEBEBE" |Certified Position!! style="background:#BEBEBE" |Qualified to Perform<br />
|-<br />
|1G|| 1F, 2F, 1G<br />
|-<br />
|2G|| 1F, 2F, 1G, 2G<br />
|-<br />
|3G|| 1F, 2F, 3F, 1G, 2G, 3G<br />
|-<br />
|4G|| 1F, 2F, 4F, 1G, 4G<br />
|-<br />
|3G & 4G|| All Groove and Fillet Positions<br />
|-<br />
|1F|| 1F<br />
|-<br />
|2F|| 1F, 2F<br />
|-<br />
|3F|| 1F, 2F, 3F<br />
|-<br />
|4F|| 1F, 2F, 4F<br />
|-<br />
|3F & 4F|| All Fillet Positions<br />
|-<br />
|align="left" colspan="2"|KEY: 1=flat, 2=horizontal, 3=vertical, 4=overhead, G=groove, F=fillet<br />
|}<br />
</center><br />
Examples of the weld positions for groove welds and fillet welds are as follows:<br />
<br />
[[image:712.1.4.1.2.jpg|center|900px]]<br />
<br />
In most cases, a welder may elect to take one of two test plate thicknesses. A limited thickness test will be taken on a 3/8 in. test plate. This will qualify a welder for groove welds of a maximum plate thickness of 3/4 in. and fillet welds on plates of unlimited thickness. An unlimited thickness test will be taken on a 1 in. thick plate and qualifies the welder for unlimited plate thickness for both groove welds and fillet welds. The welder’s card that is to be presented at the job site will show both the test plate thickness as well as the plate thickness limitations. <br />
<br />
=====712.1.4.1.3 Shear Connector Welding=====<br />
Current practices by the contractor may utilize the installation of shear connectors by field personnel. Most shear connector welding is completed by an automated welding process. AWS does not have a qualification procedure established in QC7. Instead, welders shall be qualified in accordance with AWS D1.5: 2025, Bridge Welding Code, Clause 9.7 by MoDOT field personnel. Shear connector welders shall be qualified by conducting a preproduction test. This test involves the welder welding two shear connectors to a test plate or to the production plate. The test specimens shall be visually inspected to ensure a full 360° weld. After the welds have cooled, the shear connectors shall then be bent to an angle of approximately 30° from the original axis by either striking with a hammer or placing a pipe over the shear connector and then bending. If the shear connector does not exhibit a complete weld or a failure occurs in the weld of either shear connector, the welder shall adjust the automatic welding machine and retest on a separate weld test plate. The welder may not retest on the actual production plate. <br />
<br />
Before shear connector production welding in the field begins with a particular welder set-up, a specific shear connector size or type, and at the beginning of production for a particular shift or day, a preproduction test shall be conducted. The preproduction test shall be conducted on the first two shear connectors welded to the production plate or may be conducted on a separate test plate of the same thickness (+/- 25%). The acceptance method is the same as given earlier for the welder test. <br />
<br />
Once shear connector production welding has commenced, any welds that do not exhibit the full 360° weld may be repaired using a 5/16 in. fillet weld for shear connector diameters up to one inch and 3/8 in. for diameters greater than one inch. The repair weld shall extend 3/8 in. beyond the end of the area to be repaired.<br />
<br />
Additional verification of shear connector welds in the field will be performed by sounding a random 25% of the shear connectors on the girder/beam with a sledge hammer. The field inspector will also sound 25 percent of the shear connectors used on expansion device(s) whether shop or field installed. A sharp ping sound is heard on a good weld. A thud sound will occur if the weld is possibly not sufficient and a bent test needs to be performed on this shear connector. A random 5% of all shear connectors will be bent to an approximately 30° from the original axes to verify the integrity and welding of the shear connector. If a failed weld is discovered, all adjacent connectors shall be tested. Particular emphasis on testing shall be at the start-up of the welding operation. Once an acceptable welding process is established, any weld failures should be rare. For a large bridge with many shear connectors, the 5% testing rate may be decreased at the engineer’s discretion. Any failed welds shall be ground off, base metal pull outs repaired by approved weld procedures, weld surface ground flush and a replacement shear stud installed.<br />
<br />
On a re-deck project, some shear connectors may be bent from the deck removal or from the original construction testing. These shear connectors do not have to be replaced or straightened. Shear connectors on new or re-deck projects may also need to be field bent to accommodate expansion joints, rebar conflicts or other construction needs. If a shear connector is severely bent where concrete coverage is compromised, the shear connector shall be removed and replaced.<br />
<br />
[[image:712.1.4.1.3.jpg|center|600px]]<br />
<br />
=====712.1.4.1.4 Acceptable Field Welding Processes=====<br />
All field welding using flux cored arc welding (FCAW) shall require welding procedures be submitted to the Bridge Division ([mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]) for acceptance prior to any welding on any bridge. All field welding using shielded metal arc welding (SMAW or commonly known as stick welding) shall require welding procedures be submitted to Bridge Division ([mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]) for acceptance prior to any welding on major bridges (total length ≥ 1000 feet), bridges with structural steel with f<sub>y</sub> ≥ 70,000 psi (f<sub>s</sub> ≥ 38,000 psi), truss bridges, bridges with 2 girder systems and bridges containing fracture critical members (FCM). All other locations with SMAW, the contractor shall have field welding procedures on file prior to welding and available at the engineer’s request. <br />
<br />
MoDOT permits only two specific welding processes for field welding on steel bridges. These processes are SMAW and FCAW. The preferred method for field welding is SMAW. SMAW on structural steel (f<sub>y</sub> < 69,000 psi, f<sub>s</sub> < 37,000 psi) that will be coated are to be welded with E7018, low hydrogen electrodes. SMAW on uncoated (weathering) structural steel (f<sub>y</sub> < 69,000 psi, f<sub>s</sub> < 37,000 psi) are to be welded with E8018, low hydrogen weathering steel electrodes. Welding on structural steel with f<sub>y</sub> ≥ 70,000 psi (f<sub>s</sub> ≥ 38,000 psi) and fracture critical members (FCM) are to be determined by weld procedures which shall be submitted to the Bridge Division ([mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]). FCAW always require welding procedures be submitted to Bridge Division since the welding code requires procedure qualification record (PQR) for the welding procedures. FCAW on structural steel is preferred to be completed with a self-shielded process where no shielding gas is used. This will be noted on the welder’s card as FCAW-S. Gas shielding for FCAW is discouraged due to the additional requirements to provide protection of the weld area from gas dispersion caused by the wind but FCAW can be used provided the weld area is shielded properly from wind. <br />
<br />
Welding of aluminum products in the field may be completed using gas metal arc welding (GMAW or commonly known as MIG welding) or with SMAW with special aluminum electrodes. Like FCAW welding using gas shielding, the weld area must be protected to prevent shielding gas dispersion when welding with GMAW. GMAW is the preferred method of welding aluminum by AWS. However, SMAW may be used provided that special care is taken during welding to control the welding parameters and that all welding slag is removed.<br />
<br />
====712.1.4.2 Shop Welding====<br />
Fabrication shops shall qualify welders in accordance with the governing welding code for the specific process as required in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1080.3.3.4]. It is the responsibility of the fabrication shop’s quality control personnel to ensure that the welder’s test documentation and period of effectiveness are documented and maintained.<br />
<br />
===712.1.5 High Strength Bolts (Sec 712.7)===<br />
Bolts, nuts, and washers must meet applicable requirements of AASHTO as noted in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.2]. ASTM F3125 Grade A325 bolts shall be used on bridge connections unless other types of bolts are specified in the contract. To facilitate easy identification of high strength bolts, the following figure shows some of the typical bolt markings required by the ASTM specification.<br />
<br />
<center><br />
{| class="wikitable" style="text-align: center; background: #FFFFFF;"<br />
|+ <br />
! Bolt !! Type 1 Plain !! Type 1 Galvanized !! Type 3 (Weathering)<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A325''' || [[image:712.1.5 A325.jpg|70px]]<br>Three radial lines 120°<br>Apart are optional || [[image:712.1.5 A325.jpg|70px]] || [[image:712.1.5 A325 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade 144''' || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144_line.png|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A490''' || [[image:712.1.5 A490.jpg|70px]] || n/a || [[image:712.1.5 A490 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3148 Grade 144''' || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144_line.png|80px]]<br />
|}<br />
{| class="wikitable" style="text-align: center; background: #FFFFFF;"<br />
|+ <br />
! Nuts !! Type 1 Plain !! Type 1 Galvanized !! Type 3 (Weathering)<br />
|-<br />
| style="background: #f8f8f8;" rowspan="4" | '''ASTM A563''' || [[image:712.1.5_XYZ.jpg|70px]]<br/>Arcs Indicate<br>Grade C<br>(Grade A325 bolt) || n/a || [[image:712.1.5_XYZ3.jpg|70px]]<br/>Arcs with "3"<br> Indicate Grade C3<br>(Grade A325 bolt)<br />
|-<br />
| [[image:712.1.5_XYZD.jpg|70px]]<br>Grade D<br>(Grade A325 bolt) || n/a || n/a<br />
|-<br />
| [[image:712.1.5_XYZDH.jpg|75px]]<br>Grade DH<br>Grade A325,<br>(Grade 144 or,<br>Grade A490 bolt) || [[image:712.1.5_XYZDH.jpg|75px]][[image:712.1.5_XYZDH3.jpg|75px]]<br>Grade DH or DH3<br>(Grade A325 or<br>Grade 144 bolt) || [[image:712.1.5_XYZDH3.jpg|75px]]<br>Grade DH3<br>(Grade A325,<br>Garade 144 and<br>Grade A490 bolt)<br />
|}<br />
{|<br />
| (Reprinted and modified from 2020 Research Council on Structural Connections (RCSC) Figure C-2.1).<br />
|-<br />
| Note: XYZ represents the manufacturer’s identification mark.<br />
|}<br />
</center> <br />
<br />
Bolts tightened by the calibrated wrench or turn-of-nut method should be checked following the procedures outlined in the Standard Specifications. <br />
<br />
The sides of bolt heads and nuts tightened with an impact wrench will appear slightly peened. This will indicate that the wrench has been applied to the fastener. <br />
<br />
====712.1.5.1 Bolted Parts ====<br />
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712.7.1] covers cleaning of parts to be bolted. Bolts, nuts, and washers will normally be received with a light residual coating of lubricant. This coating is not considered detrimental to friction type connections and need not be removed. If bolts are received with a heavy coating of preservative, it must be removed. A light residual coating of lubricant may be applied or allowed to remain in the bolt threads, but not to such an extent as to run down between the washer and bolted parts and into the interfaces between parts being assembled. <br />
<br />
====712.1.5.2 Bolt Tension====<br />
A washer is required under nut or bolt head, whichever is turned in tightening, to prevent galling between nut or bolt head and the surface against which the head or nut would turn in tightening, and to minimize irregularities in the torque-tension ratio where bolts are tightened by calibrated wrench method. Washers are also required under finished nuts and the heads of regular semi-finished hexagon bolts against the possibility of some reduction in bearing area due to field reaming. When oversized holes are used as permitted by the contract, a washer shall be placed under both the bolt head and the nut. Washers are not required under the round head of ASTM F3148 Grade 144 TNA fixed spline bolts.<br />
<br />
Standard Specifications require that bolt torque and impact wrenches be calibrated by means of a device capable of measuring actual tension produced by a given wrench effort applied to a representative sample. Current specifications require power wrenches to be set to induce a bolt tension 5 percent to 10 percent in excess of specified values but the Special Provisions for the project should be checked for a possible revision to this requirement. <br />
<br />
The contractor is required to furnish a device capable of indicating actual bolt tension for the calibration of wrenches or load indicating device. A certification indicating recent calibration of the device should accompany it. It is recommended that the certification of calibration be within the past year but if the device is being used with satisfactory results, the period may be extended. More frequent calibration may be necessary if the device receives heavy use over an extended period. <br />
<br />
The contractor shall use one of the tightening methods as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 712.7] or as directed by the engineer or contract documents. ASTM F3148 Grade 144 TNA fixed spline bolts shall use combined method for tightening bolts as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 712.7]. The sides of bolt heads or nuts tightened with an impact wrench will appear slightly peened. This will usually indicate that the wrench has been applied to the fastener. If the wrench damages the galvanized coating, the contractor shall repair the coating by an acceptable method.<br />
<br />
====712.1.5.3 Rotational-Capacity Testing and Installation of Type 3 Bolts====<br />
Type 3 (weathering steel) bolts behave quite differently than the galvanized bolts used in most MoDOT structures and require additional care to test and install properly. <br />
<br />
The contractor '''must''' keep bolts stored in sealed kegs out of the elements until ready for use. Storage in a warehouse, shed, shipping container or other weatherproof building is best. The lubricant used on Type 3 bolts dissipates quickly, allowing rust to begin. Kegs should not be opened until absolutely necessary and promptly resealed whenever work stops.<br />
<br />
If bolts fail the rotational-capacity test, preinstallation tension test or fails in torsion during installation, insufficient lubrication is the most likely cause. Relubrication of Grade A325 bolts is allowed. Several different waxes and lubricants are suggested by FHWA, including Castrol 140 Stick Wax (which has been successfully field tested by MoDOT), Castrol Safety-Film 639, MacDermid Torque’N Tension Control Fluid, beeswax, etc. Relubrication shall be performed by or at the direction of the manufacturer for ASTM F3148 Grade 144 bolts and ASTM F3125 Grade 144 bolts, Grade F1852 (A325TC) and F2280 (A490TC) twist-off tension control bolts.<br />
<br />
Galling of the washer may occur, especially with longer bolts. This can be reduced by lubricating the contact area of the bolt face at the washer with an approved lubricant. If this face is lubricated for testing, it must also be lubricated during bolt installation. <br />
<br />
Failure of the bolts due to galling of the washer can also be prevented by turning the nut in one continuous motion during testing. For larger diameter bolts, this can be a problem. Torque multipliers amplify this effect. If many larger diameter bolts will be tested, ask the contractor to purchase an electric gear reduction wrench with reaction arm. The Skidmore will need to have a reaction kit installed. This wrench will produce better results and save time spent performing tests (and, therefore, lower costs).<br />
<br />
For long bolts, (L>8d), use proper spacer bushings on the back of the Skidmore to avoid excessive use of spacers between the washer and front plate of the Skidmore. Stacking spacers can cause bending of long bolts, which will cause inaccurate results, false failures and potential damage to the Skidmore. Consult the Skidmore user manual for maximum allowable spacer lengths.<br />
<br />
====712.1.5.4 Bolt Testing and Verification====<br />
Bridges are designed so that many of the steel-to-steel connections that are made in the field are slip-critical connections. Slip-critical means that once the bolt is tightened, the bolt and the pieces of steel (or plies) will not move. It relies on the bolt to clamp down on the steel and create so much force between the steel plates that they will not move at all. Should they slip and move it would be a critical issue for the bridge.<br />
<br />
When it comes to bolt design, the bolt is being tensioned in order to establish the clamping force needed. The tightening of the nut on the bolt is what produces the needed tension. Bridge Designers will design each of these joints based on established minimums for each bolt size. So, for example, a Bridge Designer will assume that an ASTM F3125 Grade A325 7/8” diameter bolt will be able to supply 39,000 pounds of clamping force. This means that the contractor in the field must ensure that they are tightening each bolt to this tension. <br />
<br />
In order to verify that the bolts are installed correctly in the field, it is essential that contractors and inspectors understand the requirements of bolted connections, and the specifications that govern them. For this work, [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 712 Structural Steel Connection and Sec 1080 Structural Steel Fabrication] will primarily be consulted. <br />
<br />
The general steps are:<br />
:[[#712.1.5.4.1 Step 1, Determine Bolt Type|Step 1, Determine Bolt Type]]<br />
:[[#712.1.5.4.2 Step 2, Inspection Type Selection|Step 2, Inspection Type Selection]]<br />
:[[#712.1.5.4.3 Step 3, Rotational Capacity|Step 3, Rotational Capacity Test]]<br />
:[[#712.1.5.4.4 Step 4, Installation|Step 4, Installation]]<br />
:[[#712.1.5.4.5 Step 5, Bolt Verification|Step 5, Bolt Verification]]<br />
<br />
=====712.1.5.4.1 Step 1, Determine Bolt Type=====<br />
The first step is to review the contractor’s submittals to see what kind of bolts they will be using. You can also look at the bolts in the field to check for the bolt type. Table 712.1.5.4.1 shows what is on the hex head of the bolt, and how the markings can show what type of bolt it is.<br />
<br />
<center><br />
{| class="wikitable" style="text-align: center; background: #FFFFFF;"<br />
|+ '''Table 712.1.5.4.1'''<br />
! Bolt !! Type 1 Plain !! Type 1 Galvanized !! Type 3 (Weathering)<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A325''' || [[image:712.1.5 A325.jpg|70px]]<br>Three radial lines 120°<br>Apart are optional || [[image:712.1.5 A325.jpg|70px]] || [[image:712.1.5 A325 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade 144''' || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144_line.png|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A490''' || [[image:712.1.5 A490.jpg|70px]] || n/a || [[image:712.1.5 A490 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3148 Grade 144''' || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144_line.png|80px]]<br />
|}<br />
</center><br />
<br />
Below is a reproduction of ASTM F3125 Section 9 and ASTM F3148 Section 8 that governs the testing requirements for these types of high-strength bolts. The text shown is a portion of the test method that deals with lot control and mimics the numbering used in both specifications (e.g., 8.1 = 1, 8.1.1 = 1.1, etc.). It is an expectation of the standard that not only are all high-strength bolts produced meeting the material properties specified, but the manufacturer also must produce these bolts with a specific tracking procedure that reduces groups of bolts into lots. The lots are a set of bolts that are represented by material tests to prove they meet requirements. Each of these sets of bolts are tracked with test reports tied to lot identification numbers. Not only are the bolts produced this way, but also all the nuts and washers have specific lots assigned. When a bolt, nut, and washer are put together and sold together, they are referred to as an assembly, and these assemblies are further tracked by assembly lots. Once one piece of the assembly changes, the properties or behavior of the bolt could potentially have been changed.<br />
<br />
: '''Testing and Lot Control'''<br />
: 1. Testing Responsibility:<br />
: 1.1 Each lot shall be tested by the responsible party prior to shipment in accordance with the lot control and identification quality assurance plan in 2 through 5.<br />
: 4. A lot shall be a quantity of uniquely identified bolts of the same nominal size and length produced consecutively at the initial operation from a single mill heat of material and processed at one time, by the same process, in the same manner so that statistical sampling is valid.<br />
: 5. Fastener tension testing and rotational capacity testing require that the responsible party maintain assembly lot traceability. A unique assembly lot number shall be created for each change in assembly component lot number, such as nuts or washers.<br />
<br />
{| <br />
|-<br />
| colspan="3" | Figure 712.1.5.4.1.1, 712.1.5.4.1.2 and 712.1.5.4.1.3 show different types of bolt heads. Figure 712.1.5.4.1.4 shows a copy of a common certified material test report that provides testing verification of the bolts. Figure 712.1.5.4.1.5 shows a copy of a common Test Report for a Torque and Angle (TNA) fixed spline bolt assembly.<br />
|-<br />
| [[image:712.1.5.4.1.1.jpg|center|300px|thumb|<center>'''Figure 712.1.5.4.1.1, A325/144/A490 will be stamped on the head of the bolt.'''</center>]] ||[[image:712.1.5.4.1.2.jpg|center|300px|thumb|<center>'''Figure 712.1.5.4.1.2, A325TC/A490TC Twist-off Tension Control Bolt</center><br>These bolts will follow requirements of ASTM Grade F1852 (A325TC) or Grade 2280 (A490TC).''']] || [[image:712.1.5.4.1-3.jpg|center|300px|thumb|<center>'''Figure 712.1.5.4.1.3, 144 TNA Fixed Spline Bolt</center><br>These fixed spline bolts will follow the requirements of ASTM F3148 Grade 144 with TNA (Torque & Angle) listed on the bolt head.'''<br />
]]<br />
|-<br />
| colspan="3" | [[image:712.1.5.4.1.3.jpg|center|750px|thumb|'''<center>Figure 712.1.5.4.1.4, Copy of a Common Certified Material Test Report</center>''']]<br />
|-<br />
| colspan="3" | [[image:712.1.5.4.1.5.jpg|center|750px|thumb|'''<center>Figure 712.1.5.4.1.5, Copy of Test Report for TNA Fixed Spline Structural Bolting Assembly</center>''']]<br />
|}<br />
<br />
=====712.1.5.4.2 Step 2, Inspection Type Selection=====<br />
The second step is to determine the inspection type. The information below shows how to proceed once it is determined what type of bolt is being used in the field. The bolt type and verification method available will dictate the options and the requirements needed to follow for inspection in the field. <br />
<br />
Prior to going into the field, determine the bolt type and the inspection method that will be used. This will allow you to know the equipment needed and discuss test procedures with the contractor. For some test methods, the contractor will provide the calibrated equipment to check the bolts.<br />
<br />
======712.1.5.4.2.1 Bolt Type======<br />
The first step is to find out what type of bolt you are using in the field. The bolt type will dictate how much information is needed for the Rotational Capacity Testing.<br />
<br />
======712.1.5.4.2.2 A325/144/A490 Hex Head Bolt======<br />
The use of A325/144/A490 hex head bolts will come with standard nuts, bolts, and washers. These will be tightened in the field using air tools and torque wrenches.<br />
<br />
Rotational Capacity Testing is based on Table 712.1.5.4.3.1, Long Bolts, or 712.1.5.4.3.2, Short Bolts. Bolt checks will need to address questions shown in the table used.<br />
<br />
Bolt inspection acceptance by the calibrated wrench method will be made using Sec 712.7.5 and Sec 712.7.13(c).<br />
<br />
Bolt inspection acceptance by the turn-of-nut method will be made using Sec 712.7.6 and Sec 712.7.13(c).<br />
<br />
======712.1.5.4.2.3 A325TC/A490TC Twist-off Tension Control Bolt======<br />
The use of A325TC/A490TC bolts will come with nuts, bolts and washers. These will be tightened in the field using a specialized tool designed to tighten the nut and hold the spline of the bolt till the spline twists off.<br />
<br />
Rotational Capacity Testing is based on Table 712.1.5.4.3.3. Bolt checks will need to address questions shown in the table.<br />
<br />
Bolt inspection acceptance by the twist off tension control bolt method will be made using Sec 712.7.7 and Sec 712.7.13(c).<br />
<br />
======712.1.5.4.2.4 144 TNA Fixed Spline Bolt======<br />
The use of 144 TNA fixed spline bolts will come with nuts, bolts and washers. These will be tightened in the field using a specialized tool designed to tighten the nut and the hold the spline of the bolt. <br />
<br />
Test Report for a Torque and Angle (TNA) fixed spline bolt assembly shall be included from the supplier with Rotational Capacity Test results for initial acceptance.<br />
<br />
Bolt inspection acceptance by the combined method will be made using Sec 712.7.8 and Sec 712.7.13(c).<br />
<br />
=====712.1.5.4.3 Step 3, Rotational Capacity=====<br />
The third step is to verify that the bolts on the jobsite are going to perform as intended by the design team. Each of these bolts must achieve a specific tension that will be confirmed using Rotational Capacity (RoCap) Testing except ASTM F3148 Grade 144 TNA fixed spline bolts shall have Pre-Installation Verification Testing performed in accordance with ASTM F3148 Appendix X2 in lieu of RoCap Testing. RoCap Testing is described in Sec 712.7 and Sec 1080.2.5.4. <br />
<br />
The goal of the RoCap or Pre-Installation Verification test is to verify that the bolts will perform as intended. The main component that is being tested is that the bolts can be brought to the correct tension. This must be accomplished without applying too much torque to the bolts and field installed bolts will be turned to the correct rotation meeting or exceeding the design tension for the fastener. For the bolts to work correctly, it is critical for the threads to be clean and there must be plenty of lubricant on the bolts and nuts. There is a chance that the protective coatings and lubricants will be washed away anytime the bolts, nuts, and washers are allowed to sit out in the elements. In addition, there is a chance that rust could develop from water being on the bolts, and carelessness could lead to physical damage of the bolts. Any of these issues could cause the bolts and the nuts to not interact as designed. It may take more torque to achieve the needed tension in the bolts or the installed fasteners cannot be checked accordingly with a torque wrench.<br />
<br />
The bolt manufacturer may provide documentation to show that a RoCap Test has been performed. For all bolts except F3148 Grade 144 TNA fixed spline bolts, The inspector and contractor will still have to perform RoCap Tests in the field even if the RoCap Test Report is provided. Supplier Test Report for F3148 Grade 144 TNA fixed spline bolt assemblies shall include the RoCap Testing and the Pre-Installation Verification Testing for initial acceptance. According to Sec 712.7.11, “rotational capacity test shall be performed on 3 bolts of each rotational-capacity lot prior to the start of bolt installation except ASTM F3148 Grade 144 TNA fixed spline bolts shall have Pre-Installation Verification Testing performed on 3 bolts assemblies of each lot in accordance with ASTM F3148 Appendix X2”. All bolt assemblies provided shall be a part of a rotational capacity or Pre-Installation Verification lot, which means that all bolt assembly lots used on MoDOT jobs shall be tested on the jobsite prior to incorporation. The first time a new lot of bolts is opened, plan on performing the required test. Also, the RoCap Test or Pre-installation Verification Test should be run any time questions or issues arise when torquing a bolt to achieve design tension, or bolt hardware conditions change.<br />
<br />
The RoCap or Pre-Installation Verification test should only be run once per lot, unless one of the following conditions occur:<br />
:1. Bolts arrive on the jobsite for the first time<br />
:: All bolt assembly lots must be tested once they are on the jobsite. If conditions do not change, then the one test should suffice.<br />
:2. Bolt, washer, or nut lots have been interchanged<br />
:: It is important when the RoCap or Pre-Installation Verification Test is run that lot numbers for all the individual pieces (bolts, nuts, and washers) remain the same. Once any of these lots change, the RoCap or Pre-Installation Verification Test must be run again.<br />
:3. Bolt lubrication appears to have been compromised<br />
:: Once a RoCap or Pre-Installation Verification Test has been run, another one will not have to be run, unless the bolt condition changes. One aspect that is a factor is bolt lubrication. If the bolt is left in the wind and rain, the lubrication likely will be compromised. Once it is noticed that a bolt lubrication has changed, the RoCap or Pre-Installation Verification Test must be run again.<br />
:4. Bolts appear rusty or damaged<br />
:: Rust is the far extreme of a lack of lubrication. Not only has the lubrication gone away, but the protective coating is gone, and the bolt has been allowed to rust. They will need to be cleaned, re-lubricated and tested again for RoCap or Pre-Installation Verification.<br />
<br />
[[image:712.1.5.4.3 skidmore.jpg|right|175px]]<br />
<br />
There is not a way to test tension once the bolt has been tightened. The RoCap or Pre-Installation Test is a way to verify not only that the bolts are in good condition, but also that they have not been impacted by field conditions. The test will require two components. One component is to visually inspect the bolts and record the results on the form provided in eProjects. The second component is to run tests on the three bolts in the field using a Skidmore-Wilhelm Bolt tension measuring device and a torque wrench. Both the Skidmore and torque wrench must have a calibration performed on it within the previous year from the manufacturer or a test lab. There must be a sticker on it, as well as all supporting documentation to show it has been calibrated.<br />
<br />
[https://epg.modot.org/forms/CM/RoCap_Test_Form_Long_Bolts.pdf RoCap Test Form Long Bolts] are shown in Table 712.1.5.4.3.1 and Table 712.1.5.4.3.3. [https://epg.modot.org/forms/CM/RoCap_Test_Form_Short_Bolts.pdf RoCap Test Form Short Bolts] are shown in Table 712.1.5.4.3.2. [https://epg.modot.org/forms/CM/Pre-Installation_Verification_Test_Form_TNA_Bolts.pdf Pre-Installation Verification Test Form for TNA fixed spline bolts are shown in Table 712.1.5.4.3.4]. These forms will assist in obtaining all the required information for the testing methods allowed by MoDOT.<br />
<br />
Table 712.1.5.4.3.1 and Table 712.1.5.4.3.2 are to be used when the Calibrated Wrench (Sec 712.7.5) or Turn-Of-Nut (Sec 712.7.6) Methods are used. Table 712.1.5.4.3.4 is to be used when Combined Method (Sec 712.7.8) is used for TNA fixed spline bolts. By running the calculations in the spec book to verify the bolts, the values needed for the equipment in the field will also be determined. The entire test will need to be completed to verify that the bolt is good for use in the field.<br />
: Calibrated Wrench – The values from Table 712.1.5.4.3.1 and Table 712.1.5.4.3.2 that will be needed are the recorded Torque Values.<br />
: Turn-Of-Nut – When using the Turn-Of-Nut Method, the RoCap Test provides a check that the turn requirements of Sec 712.7.6 will generate the minimum tension required. Verify that the amount the nut has turned going to the minimum bolt tension is less than the specified nut rotation in Sec 712.7.6 Nut Rotation from Snug Tight Condition table.<br />
: Combined Method – When using the Combined Method, the Supplier Test Report for F3148 Grade 144 TNA fixed spline bolt assemblies shall include the RoCap Testing and the Pre-Installation Verification Testing for initial acceptance. In lieu of RoCap testing, Pre-Installation Verification Testing of the assembly shall be performed in accordance with Sec 712.7.8 (ASTM F3148 Appendix X2).<br />
<br />
The RoCap test for Calibrated Wrench and Turn-Of-Nut Methods is split based on long and short hex head bolts. Long bolts are those bolts that can fit into the Skidmore-Wilhelm Bolt Tension Measuring Device or the Skidmore-Wilhelm short bolt setup. Short bolts are those that are too short to fit into the short bolt setup tension measuring device.<br />
<br />
Table 712.1.5.4.3.1 provides info about how to run the test, and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="12" | Rotation Capacity Testing Steps for Calibrated Wrench Method (Sec 712.7.5) and Turn-Of-Nut Method (Sec 712.7.6)<br />
|-<br />
! colspan="12" | Table 712.1.5.4.3.1<br>Job Site Rotational Capacity Test (RoCap Test) – A325, 144 & A490 Long Hex Head Bolts<br />
|-<br />
! rowspan="2" | <div style="transform:rotate(-90deg);">Test No. !! colspan="8" | Part 1!! colspan="3" | Part 2<br />
|-<br />
! style="background:white"width="150" | Sec 712.7.3 Minimum Final Bolt Tension (P) !! style="background:white" width="50" | <div style="transform:rotate(-90deg);">Less Than !! style="background:white" width="100" | Bolt Tension Gauge Reading (P) !! style="background:white" width="130" | Sec 1080.2.5.4.6 Maximum Allowable Torque (T) !! style="background:white"width="50" | <div style="transform:rotate(-90deg);">Greater Than !! style="background:white" width="100" | Torque Gauge Reading !! style="background:white"width="100" | Actual Nut Rotation (turn) !! style="background:white"width="130" | Sec 712.7.6 Nut Rotation (turn) Less than actual(Y/N) !! style="background:white"width="130" | Sec 1080.2.5.4 Required Rotation (turn) Tension Gauge Reading !! style="background:white"height="150"width="100" | <div style="transform:rotate(-90deg);">Equal or Greater Than !! style="background:white" width="130" | Sec 1080.2.5.4.5 Required Turn Test Tension<br />
|-<br />
| align="center" | 1 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | 2 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | 3 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | R1 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | R2 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | R3 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
! style="background:white" colspan="12" | Torque Formula (T=0.25P x Dia./12), T in ft-lbs, P in lbs, Bolt Dia. in inches <br />
|}<br />
</center><br />
<br />
'''Long Bolt Test''' <br />
# Measure the ratio of diameter/length of the bolt. <br />
# Place the bolt into the Skidmore and set it to snug tight (10% of installation tension in Sec 712.7.3 Bolt Tension Table). This is to be done with a spud wrench. The contractor should add washers until three to five threads are in the grip, if less than 3 threads, the test will fail. Mark reference rotation marks on the fastener assembly element turned and on face plate of Skidmore. (Mark starting point on bolt end, nut and calibrator face with straight line.) Note that some short bolts may require the shortbolt setup for the Skidmore. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]]<br />
# Turn the fastener with the wrench to be used for the daily testing in the field to the installation minimum tension in Sec 712.7.3 Bolt Tension Table. Stop and record the torque at that moment from the torque wrench and record the tension on the Skidmore. Verify the recorded torque does not exceed the maximum allowable torque (refer to Sec 1080.2.5.4.6 formula). Verify that the amount the nut has turned going to the minimum bolt tension is less than the specified nut rotation in Sec 712.7.6 Nut Rotation from Snug Tight Condition table.<br />
# Further turn the bolt according to Sec 1080.2.5.4.4. This rotation is measured from the initial match mark made in step 2. Record the tension achieved and then compare the tension at this point to the Turn Test Tension in Sec 1080.2.5.4.5 Required Bolt Tensions Table. The tension must be equal or greater than Turn Test Tension. <br />
# Remove the bolt and inspect for damage and record it on our form. Turn the nut by hand on the bolt threads to the position it was in during the test. Not being able to turn the nut by hand is thread failure.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Once the 3 tension and torque values have been obtained from Step 3, use the higher of the 3 numbers. <br />
<br />
Table 712.1.5.4.3.2 provides info about how to run the short bolt test for those bolts that are too short to fit into the Skidmore-Wilhelm short bolt setup tension measuring device and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="7" | Rotation Capacity Testing Steps for Calibrated Wrench Method (Sec 712.7.5) and Turn-Of-Nut Method (Sec 712.7.6)<br />
|-<br />
! colspan="7" | Table 712.1.5.4.3.2<br>Job Site Rotational Capacity Test (RoCap Test) – A325, 144 & A490 Short Hex Head Bolts<br />
|-<br />
! style="background: white" | Test No. !! style="background: white" width="130" | Sec 1080.2.5.4.5 Turn Test Tension (P) !! style="background: white" width="100" | 20% of Max. Turn Test Torque (T) !! style="background: white" width="100" | Maximum Calculated Turn Test Torque !! style="background: white" width="80" | Greater Than !! style="background: white" width="100" | Torque Gauge Reading at End of First Rotation !! style="background: white" width="150" | Visual Inspection of nut and bolt after Second Rotation (Acceptable/Not Acceptable)<br />
|-<br />
| align="center" | 1 || || || || align="center" | > || || <br />
|-<br />
| align="center" | 2 || || || || align="center" | > || || <br />
|-<br />
| align="center" | 3 || || || || align="center" | > || || <br />
|-<br />
| align="center" | R1 || || || || align="center" | > || || <br />
|-<br />
| align="center" | R2 || || || || align="center" | > || || <br />
|-<br />
| align="center" | R3 || || || || align="center" | > || || <br />
|-<br />
| align="left" style="background: white" colspan="7" | 20% Torque Formula (T = 0.20T), T in ft-lbs.<br />
|-<br />
| align="left" style="background: white" colspan="7" | Torque Formula (T=0.25P x Dia./12), T in ft-lbs., P in lbs., Bolt Dia. in inches<br />
|-<br />
| align="right" style="background: white" colspan="2" | First Rotation || align="left" style="background: white" colspan="5" | [L<= 4D, 1/3 turn (120°)], [4D< L<8D, 1/2 turn (180°)]<br />
|-<br />
| align="right" style="background: white" colspan="2" | Second Rotation || align="left" style="background: white" colspan="5" | A325 & 144 [L<= 4D, 1/3 turn (120°)], [4D< L<8D, 1/2 turn (180°)]<br>A490 [L<= 4D, 1/4 turn (90°)], [4D< L<8D, 1/3 turn (120°)]<br />
|}<br />
</center><br />
<br />
'''Short Bolt Test'''<br />
# Measure the ratio of diameter/length of the bolt and refer to Sec 712.7.6 on the installation rotation.<br />
# Place the bolt into the steel plate. The contractor should add washers until three to five threads are in the grip, if less than 3 threads the test will fail. Set it to snug tight (Not exceed 20% of maximum torque at first rotation). Maximum torque at first rotation is equal to Turn Test Tension, Sec 1080.2.5.4.5 and applying that tension to the torque formula in Sec 1080.2.5.4.6. This is to be done with a measuring torque wrench. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]]<br />
# Mark reference rotation marks on the fastener assembly element turned and on face of steel plate. (Mark starting point on bolt end, nut and steel plate face with straight line.)<br />
# Turn the fastener with the torque wrench to be used for the daily testing in the field to the rotation shown in Sec 712.7.6 Nut Rotation from Snug Tight Condition Table. Once the first target rotation has been reached, stop and record the torque at that moment from the torque wrench. Verify the recorded torque does not exceed the maximum torque. Maximum torque at first rotation is turn test tension, Sec 1080.2.5.4.5 with torque formula Sec 1080.2.5.4.6, as shown in step 2.<br />
# Further turn the bolt further according to Sec 1080.2.5.4.4. This rotation is measured from the initial match mark made in step 3. Assemblies that strip or fracture prior to this rotation fail the test. <br />
# Remove the bolt and inspect for damage and record it on our form. Turn the nut by hand on the bolt threads to the position it was in during the test. Not being able to turn the nut by hand is thread failure.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Once the 3 torque values have been obtained from Step 3, use the higher of the 3 torque numbers.<br />
<br />
'''Rotation Capacity Testing Steps For Twist Off Tension Control Bolt Method (Sec 712.7.7)'''<br />
<br />
The Twist Off Tension Control Bolt Method is less common. The bolt is designed to automatically verify that the bolts are not overtightened. The Rotational Capacity test in the field is to verify that the threads are not binding due to rust and dirt. This binding will give a false reading and cause the bolt spline to shear off prior to the design tension being achieved. Also due to the consistency of the bolt, there will not be a need to tighten the bolt to 1.15 times the Minimum Target Tension. The spline of the bolts will snap off within 5-10% of the designed tension of the fastener and exceed the Minimum Target Tension when properly lubricated.<br />
<br />
Table 712.1.5.4.3.3 provides info about how to run the test, and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="5" | Table 712.1.5.4.3.3<br>Rotation Capacity Testing Steps for Twist Off Tension Control Bolt Method (Section 712.7.7)<br />
|-<br />
! colspan="5" | Job Site Rotational Capacity Test A325TC/A490TC Bolts<br />
|-<br />
! style="background: white" width="80" | Test No. !! style="background: white" width="150" | Sec 712.7.3 1.05xMinimum Final Bolt Tension (P) !! style="background: white" width="80" | Less Than !! style="background: white" width="150" | Bolt Tension Gauge Reading (P) !! style="background: white" width="150" | Inspection Torque Calculated Value<br />
|-<br />
| align="center" | 1 || || align="center" | < || || <br />
|-<br />
| align="center" | 2 || || align="center" | < || || <br />
|-<br />
| align="center" | 3 || || align="center" | < || || <br />
|-<br />
| align="center" | R1 || || align="center" | < || || <br />
|-<br />
| align="center" | R2 || || align="center" | < || || <br />
|-<br />
| align="center" | R3 || || align="center" | < || || <br />
|-<br />
|align="left" style="background: white" colspan="5" | (Inspection Torque formula = 0.95 x 0.25 x Gauged Tension Reading x Bolt Dia. / 12; Bolt Dia. in inches)<br />
|}<br />
</center><br />
<br />
# Measure the ratio of diameter/length of the bolt. <br />
# Place the bolt into the Skidmore and set it to snug tight (10% of installation tension). This is to be done with a spud wrench. The contractor should add washers until only three threads are showing. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]]<br />
# Place the specialty tool used on the end of the bolt and tighten until the spline of the bolt snaps off.<br />
# Record the tension value on the Skidmore once the bolt has snapped.<br />
# Verify that the recorded value is greater than 1.05 times the Minimum Target Tension from Sec 712.7.3.<br />
# Remove the bolt and inspect for damage.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Once the 3 torque values have been calculated, use the higher of the 3 torque numbers.<br />
<br />
It is most important to verify plies were in contact when bolts were snugged and that a fastener was not subsequently loosened when accompanying splice bolts were tightened and compacted the splice faying surfaces into contact after other fasteners had been already tightened.<br />
<br />
'''Pre-Installation Verification Testing Steps for Torque & Angle (TNA) Fixed Spline Bolts - Combined Method (Sec 712.7.8)'''<br />
<br />
The Pre-Installation Verification Test for Combined Method uses the Skidmore-Wilhelm Bolt Tension Measuring Device or the Skidmore-Wilhelm short bolt setup.<br />
<br />
Table 712.1.5.4.3.4 provides info about how to run the test, and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="9" | Table 712.1.5.4.3.4<br>Pre-Installation Testing Steps for 144 TNA Fixed Spline Bolts - Combined Method (Section 712.7.8)<br />
|-<br />
! colspan="9" | '''Job Site Pre-Installation Verification Test – 144 TNA Fixed Spline Bolts'''<br />
|-<br />
! colspan="9" | Combined Method (Sec 712.7.8)<br />
|-<br />
! rowspan="2" | <div style="transform:rotate(-90deg);">Test No. !! colspan="4" | Part 1 !! colspan="4" | Part 2<br />
|-<br />
! style="background: white" width="150" | Initial Tension Torque Setting (T, ft-lbs) !! style="background: white" width="150" | Sec 712.7.3 Minimum Initial Bolt Tension (P, lbs) !! style="background: white" width="50" | <div style="transform:rotate(-90deg);">Less Than !! style="background: white" width="150" | Bolt Tension Gauge Reading (P, lbs) !! style="background: white" width="150" | <sup>a</sup>Rotation from Initial Tension (1/x Turn) !! style="background: white" width="150" | Sec 712.7.3 Minimum Final Bolt Tension (P, lbs) !! style="background: white "width="50" | <div style="transform:rotate(-90deg);">Less Than !! style="background: white" width="150" | Bolt Tension Gauge Reading (P, lbs)<br />
|-<br />
| align="center" | 1 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | 2 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | 3 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | R1 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | R2 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | R3 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
! style="background: white" colspan="9" | <sup>a</sup>Up to 4D = 90° (1/4 turn), >4D to 8D = 120° (1/3 turn), Bolt Length/Bolt Dia. (Length and Diameter in inches), >8D Consult the supplier<br />
|-<br />
! style="background: white" colspan="8" | Looking at the Manufacturer/Supplier Test Report for TNA Fixed Spline Structural Bolting Assembly,<br>record the highest torque value obtained on the samples on the Rotational Capacity Tests: || style="background: white" colspan="8" |<br />
|}<br />
</center><br />
<br />
# Measure the ratio of diameter/length of the bolt.<br />
# Place the bolt into the Skidmore. The contractor should add washers until three to five threads are in the grip, if less than 3 threads, the test will fail. Record the torque of the specialized tool capable of engaging the nut and bolt spline. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]] <br />
# Tighten the assembly using the specialized tool on snug tightening setting. Record the bolt tension shown on the gauge at the end of tightening. Verify the recorded tension does exceed the minimum in bolt tension (refer to Sec 712.7.3 table). <br />
# Mark reference rotation marks on the fastener assembly element turned and on face plate of Skidmore. (Mark starting point on bolt end, nut and calibrator face with straight line.) Note that some short bolts may require the short bolt setup for the Skidmore.<br />
# Tighten the assembly using the specialized tool on angle tightening setting with angle setting dial set to the correct degree of nut rotation. Record the bolt tension shown on the gauge at the end of tightening. Verify the recorded tension does exceed the minimum final bolt tension (refer to Sec 712.7.3 table). Verify that the amount the nut has turned is the specified nut rotation.<br />
# Remove the bolt and inspect for damage and record it on our form. Turn the nut by hand on the bolt threads to the position it was in during the test. Not being able to turn the nut by hand is thread failure.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Look at the manufacturer or supplier Test Report for the TNA Fixed Spline Structural Bolting Assembly to obtain the higher torque value obtained on the samples tested on the Rotational Capacity Test.<br />
<br />
=====712.1.5.4.4 Step 4, Installation=====<br />
The next step is to ensure the proper process is used in the assembly of structural steel. It is important that the contractor is placing temporary bolts, drift pins and permanent bolts in the correct pattern. Read Sec 712.5 for additional requirements when fitting-up the structural steel.<br />
<br />
The order in which bolts are tightened is important. If not done correctly, the plates will not be sandwiched tightly, and gaps will be introduced. Due to these being slip-critical connections, the joints need to experience 100% contact between all the plies. The contractor will need to start tightening the joints in the center of the plate, and then work radially out from the center to the extents of the joint. <br />
<br />
Once the bolts are tightened by the contractor using one of the four approved methods, MoDOT will be responsible to check a portion of the bolts. We will review 10% of the bolts, or two per lot, whichever is greater. If bolt issues are discovered, more bolts may need to be reviewed. The following steps are generally what is seen in the field. There may be differences per contractor, but MoDOT's roles and requirements should be the same across the state. <br />
<br />
:'''Contractor/QC:''' The contractor will be installing the bolts through various methods. It can be expected to see Turn-Of-Nut Method, Calibrated Wrench Method (Torque Wrench) or Combined Method. You could also see the contractor using Stall Out guns that are designed to stop spinning the bolts once a certain torque is reached. Sometimes air impact guns are used and have the air pressure adjusted to stop gun at torque desired using a Skidmore to verify they are exceeding the design tension of the fastener(s). This tool would be considered the Calibrated Wrench. This is an acceptable method, provided they do not change any conditions. They should run the RoCap Test with the equipment to be used. Once they change any part of the setup (add or remove an air hose, add an additional gun or item ran off of air hose supply, change air pressure, etc.), they will need to rerun the RoCap Test. If the contractor is using the Turn-Of-Nut Method or Combined Method, then they are not required to use a torque wrench on the nuts as well.<br />
<br />
:'''MoDOT/QA:''' Inspectors will have different checks based upon the type of verification used by the contractor. <br />
:If the contractor is using the Calibrated Wrench Method (Torque Wrench or Stall Out Gun) to check every bolt, MoDOT will use a torque wrench and will follow the Calibrated Wrench Method.<br />
:If the contractor is using the Turn-Of-Nut Method, MoDOT will follow two steps. We will visually watch the contractor install and snug tighten the fastener assembly, ensuring the plies are in contact. Bolts may be required to be snug tightened more than once as plies are pulled together with later bolts. Once all bolts are snug tight and ensuring the plies are in contact, verify that they are match marking the nut, bolt, and plies correctly. Then watch as they turn the nut (or bolt) to make sure the correct degree of rotation between the bolt and nut has been used. The unturned element should be restrained from turning during installation. A visual check of all the nuts (or bolts) turned so far can be quickly done to make sure they are marked, and that the marks are turned the correct amount. As a double check, the inspector will also take a torque wrench to check bolt torque on 10% of the bolts. If bolt issues are discovered, more bolts may need to be checked. Even if the contractor did not use a torque wrench to check the bolts, MoDOT inspectors will still use a torque wrench and record findings.<br />
:If the contractor is using the Combined Method, MoDOT will follow two steps. We will visually watch the contractor install and snug tighten the fastener assembly with specialized tool on snug tightening setting. Bolts may be required to be snug tightened more than once as plies are pulled together with later bolts. Once all bolts are snug tight and ensuring the plies are in contact, ensure that they are marking the nut, bolt, and plies correctly. Then watch as they tighten the fastener assembly with specialized tool on angle tightening setting with angle setting dial set to the correct degree of nut rotation. A visual check of all the nuts turned so far can be quickly done to make sure they are marked, and that the marks are turned the correct amount. As a double check, the inspector will also take a torque wrench to check bolt torque on 10% of the bolts. If bolt issues are discovered, more bolts may need to be checked. Even if the contractor did not use a torque wrench to check the bolts, MoDOT inspectors will still use a torque wrench and record findings.<br />
<br />
=====712.1.5.4.5 Step 5, Bolt Verification=====<br />
<br />
======712.1.5.4.5.1 Calibrated Wrench Method, Sec 712.7.5======<br />
The first option listed in the specification book is the Calibrated Wrench Method. This method will use a calibrated wrench to check that the torque delivered to the bolt is the minimum torque needed to induce the needed minimum tension, as shown in Sec 712.7.3. In order to do this, information must be available from the Rotational Capacity Test completed for each lot. <br />
<br />
Sec 712.7.5 states that when the calibrated wrench is used, it needs to be set 5-10% over the torque gauge value from Column 4 of the Rotational Capacity Test. Take the maximum Torque Gauge Reading from the Rotational Capacity Test and multiply by 1.05. This new value will be the one set onto the calibrated wrench. <br />
<br />
'''Day-to-Day Verification'''<br />
<br />
Each day the inspector will need to verify the installed bolts are correctly tensioned. Most of the time, MoDOT inspectors will use the contractor's equipment for the verification. The important thing is that the contractor is verifying the calibrated wrench daily. This will mean that the contractor will need to have the Skidmore on site each day to verify that the wrench is generating the correct tension at the torque it is reading. MoDOT inspectors will pick 10% of the bolts to also check bolt torque. The torque value MoDOT inspectors are checking is the maximum torque gauge reading generated from Step 3 of the Rotation Capacity Test.<br />
<br />
======712.1.5.4.5.2 Turn-Of-Nut Method, Sec 712.7.6======<br />
The second option listed in the specification book is the Turn-Of-Nut Method. This method uses the fact that the nuts must be turned to the rotation specified in Sec 712.7.6 to induce the needed minimum tension, as shown in Sec 712.7.3. In order to do this, verification will be needed from the RoCap Test completed for each lot. <br />
<br />
When the RoCap Test is run, in Step 3 is to verify the bolt rotation is less than that specified in Sec 712.7.6. Once this is verified, all the bolts can be tightened to the rotation needed and that will confirm that the needed tension has been achieved. This is provided that all the plies are in contact when snug tightened.<br />
<br />
'''Example'''<br />
<br />
On a project you are installing 7/8” diameter bolts that are 4” long. The RoCap test was performed on the bolt assemblies. When the bolts were tensioned during RoCap, they were tensioned to 39,050 lb. From the formula in Sec 1080.2.5.4.6, the maximum torque is to be 712 lb-ft. The bolt was torqued to 701 lb-ft, so it passes the RoCap test. During the test, the inspector also noted that the bolt nut turned 2 flats (or 1/3 of a turn). Sec 712.7.6 Nut Rotation from Snug Tight Condition table says that this bolt is to be turned 1/2 turn for Turn-Of-Nut in the field. Since the bolt achieved the minimum tension in 1/3 turn, we know that the turning it to 1/2 turn will achieve a higher tension value. If the RoCap test shows a higher turn value needed than the Sec 712.7.6 table, then further discussions should be had with the contractor about next steps before any bolts are installed in the field. <br />
<br />
'''Day-to-Day Verification''' [[image:712.1.5.4.5.2.jpg|right|200px]]<br />
<br />
For the day-to-day verifications, MoDOT inspectors will visually verify that the Turn-Of-Nut Method is completed correctly. MoDOT inspectors will review marks made by the contractor and make sure that there is a general comfort level with how the contractor is doing the work. In addition to this, MoDOT inspectors will pick 10% of the bolts to also check bolt torque. The torque value MoDOT inspectors are checking is the maximum torque gauge reading generated from Step 3 of the RoCap Test.<br />
<br />
The photograph to the right shows what the markings will look like when the Turn-Of-Nut Method is used. In order to perform the test, three marks are made: one on the nut, one on the bolt, and one on the steel plate underneath. To begin with, mark the nut at a corner, and follow that line all the way through to the steel. Notice the left side bolts are all starting in the same position. The right-side bolts have been rotated 1/3 of a turn, or two flats of the hex head. Notice how the bolt and the steel still line up, and only the nut has moved. Marking the bolt and steel ensures that the bolt does not move during tightening. The nut will show how much it has moved. Marking the hex head accordingly is a semi-permanent record that the test was run. This also provides the inspector with the necessary information to quickly verify tightness, but a random check of 10% of bolts with a torque wrench by the QA inspector shall still occur. The inspector will not have to tighten the bolts themselves but can witness the ironworker who is tightening some of the bolts to ensure they are following the proper procedure of the Turn-Of-Nut Method.<br />
<br />
======712.1.5.4.5.3 Twist Off Tension Control Bolt Method, Sec 712.7.7======<br />
[[image:712.1.5.4.5.3.jpg|right|175px]]<br />
<br />
The third option listed in the specification book is the Twist Off Tension Control Bolt Method. This method uses the fact that the bolts have been specially designed to shear off once a specific torque has been reached in the bolt. This torque has been correlated to the needed minimum tension as shown in Sec 712.7.3. In order to do this, the verification must be available from the Rotational Capacity Test completed for each lot. <br />
<br />
When the RoCap Test is run, there is one piece of information needed. The Tension Gauge Reading when the spline shears off. Since the spline shears off, and the tool cannot provide any more compactive effort, there is generally not a concern about overtightening the bolt provided that the bolt hardware is clean and well lubricated. Once the bolt shears off, the tension achieved is the final tension. The RoCapy Test will verify that the final tension is at or above the minimum bolt tension required in Sec 712.7.3.<br />
<br />
'''Day-to-Day Verification'''<br />
<br />
Since the specialty tool will shear the bolt off at the specified tension, the biggest piece to verify is done during the RoCap Test. Once that is done, the inspector just needs to ensure that the contractor is following the correct tightening procedure shown in Sec 712.7.7. Ensure that all plies are in contract when snug tight and that bolt hardware is clean and well lubricated. The QA Inspector should also perform checks of at least 10% of the fastener assemblies with a torque wrench to verify the fastener is tight using the Inspection Torque value (0.95 x 0.25 x highest gauged tension from RoCap Test x bolt diameter in inches / 12). If bolt issues are discovered, more bolts may need to be checked.<br />
<br />
======712.1.5.4.5.4 Combined Method (TNA Fixed Spline Bolts), Sec 712.7.8======<br />
The fourth option listed in the specification book is the Combined Method. This method uses the fact that the nuts must be turned, after initial bolt tensioning (snug), to the rotation specified in ASTM F3148 Table X2.2, Angle Tightening Rotation, to induce at least the required minimum final bolt tension, as shown in Sec 712.7.3. This pre-verification testing shall be performed as mentioned in Sec 712.7.8 (ASTM F3148 Appendix X2).<br />
<br />
'''Example'''<br />
<br />
On a project you are installing 7/8” diameter bolts that are 4” long. The pre-installation verification test was performed on the bolt assemblies. When the bolts were tensioned during initial bolt tensioning (snug), the torque used by the installation tool resulted in a tension of 33,000 lbs, greater than the required minimum tension of 22,000 lbs in the minimum initial bolt tension column in the Table in Sec 712.7.3. After the subsequent application of the 120 degrees (1/3 of a turn or 2 flats) rotation required in ASTM F3148 Table X2.2, the final tension result is 64,000 lbs, greater than the minimum final bolt tension of 49,000 in the Table in Sec 712.7.3.<br />
<br />
'''Day-to-Day Verification''' [[image:712.1.5.4.5.2.jpg|right|200px]]<br />
<br />
For the day-to-day verifications, MoDOT inspectors will visually verify that the Combined Method is completed correctly. They will review marks made by the contractor and make sure that there is a general comfort level with how the contractor is doing the work. In addition to this, MoDOT inspectors will pick 10% of the bolts to also check bolt torque. The torque value MoDOT inspector will use is the highest torque value record on the RoCap Test samples shown on the Manufacturer/Supplier Test Report for the TNA Fixed Spline Structural Bolting Assembly.<br />
<br />
The photograph to the right shows what the markings will look like when the Combined Method is used. In order to perform the test, three marks are made: one on the nut, one on the bolt, and one on the steel plate underneath after initial tensioning. Bolts may require initial tensioning (snug tightening) more than once as plies are pulled together. To begin with, mark the nut at a corner, and follow that line all the way through to the steel. Notice the left side bolts are all starting in the same position. The right-side bolts have been rotated 120°, 1/3 of a turn, or two flats of the hex head. Notice how the bolt and the steel still line up, and only the nut has moved. Marking the bolt and steel ensures that the bolt does not move during tightening. The nut will show how much it has moved. Marking the hex head accordingly is a semi-permanent record that the test was run. This also provides the inspector with the necessary information to quickly verify tightness, but a random check of 10% of bolts with a torque wrench by the QA inspector shall still occur. The inspector will not have to tighten the bolts themselves but can witness the ironworker who is tightening some of the bolts to ensure they are following the proper procedure of the Combined Method.<br />
<br />
===712.1.6 High Strength Anchor Bolts===<br />
When high strength anchor bolts are specified, ASTM F1554 Grade 55 anchor bolts shall be used unless higher grade anchor bolts are required by design. Grade 105 bolts shall not be used in applications where welding is required. Grade 36 anchor bolts are commonly referred to as “low-carbon” and may be used if specified on the plans. Grade 55 anchor bolts may be substituted for applications where Grade 36 is specified. To facilitate easy identification of anchor bolt, the following figure shows some of the typical bolt markings required by the ASTM specification. The end of the anchor bolt intended to project from the concrete shall be steel die stamped with the grade identification and color coded as follows.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="125"|Grade!! style="background:#BEBEBE" width="125"|Color Code!! style="background:#BEBEBE" width="150"|Identification<br />
|-<br />
|36 ||style="background:#FFFFFF"| [[image:712.1.5 azul.jpg|50px]] ||style="background:#FFFFFF"|AB36<br/>XYZ<br />
|-<br />
|55 ||style="background:#FFFFFF"| [[image:712.1.5 amarillo.jpg|50px]] ||style="background:#FFFFFF"|AB55<br/>XYZ<br />
|-<br />
|105|| style="background:#FFFFFF"| [[image:712.1.5 rojo.jpg|50px]] ||style="background:#FFFFFF"|AB105<br/>XYZ<br />
|}<br />
Note: XYZ represents the manufacturer’s identification mark.<br />
</center><br />
<br />
===712.1.7 Non-destructive Testing===<br />
In certain instances, non-destructive testing (NDT) may be required to be conducted on steel components of a bridge. The contractor will be responsible for providing and certified NDT technician to conduct the testing. This technician will usually be an employee of a third party inspection agency. Certification for NDT technicians will be in accordance with the requirements of The American Society for Nondestructive Testing (ASNT) Recommended Practice SNT-TC-1A. MoDOT does not maintain an approved list of NDT technicians. The Bridge Division does review certifications for testing agencies and keep a list of personnel of these agencies with their respective certifications. <br />
<br />
For projects that require NDT in the field, the inspector will collect the information from the contractor as to who will be providing the NDT services. The contractor shall submit the certifications to the Resident Engineer to be forwarded to the Bridge Division at [mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]. These certifications shall include the following documentation for each individual performing NDT: their certifications, current eye exam, and the NDT company written practice, including the Level III individual certification used for the written practice.<br />
<br />
At the Resident Engineer’s option, they may choose to keep a list of personnel who have performed NDT work for a quick reference for future projects. However, the Resident Engineer and the inspector will always request to see the current eye exam results prior the technician providing the NDT on these future projects.<br />
<br />
==712.2 Materials Inspection for Sec 712==<br />
<br />
===712.2.1 Scope===<br />
This guidance establishes procedures for inspecting and reporting those items specified in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] that are not always inspected by Bridge Division personnel or are not specifically covered in the Materials details of the Specifications. <br />
<br />
===712.2.2 Procedure===<br />
Normally all materials in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] will be inspected by Bridge Division personnel. Bolts, nuts and washers accepted by PAL may be delivered directly from the manufacturer to the project without prior inspection. When requested by the Bridge Division or construction office, the Construction and Materials Division will inspect fencing and other miscellaneous items. The Bridge Division is responsible for the inspection of shop coating of structural steel at fabricating plants. <br />
<br />
====712.2.2.1 Project Inspection and Sampling for PAL====<br />
Inspecting of PAL material will be as stated in this section and [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]].<br />
<br />
===712.2.3 Miscellaneous Materials===<br />
<br />
====712.2.3.1 High Strength Bolts====<br />
All bolts, nuts, and washers should be from a PAL supplier in accordance with [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]]. If a supplier proposes to furnish structural steel connectors and is not on PAL, a request is to be made to the Construction and Material Division for acceptance into the PAL program. Once satisfactory submittals have been received, the supplier will be placed on the PAL. Bolts, nuts, and washers, for use other than bridge construction and in quantities less than 50, may be accepted from a PAL supplier without a PAL identification number.<br />
<br />
'''712.2.3.1.1 Manufacturer's Certification.''' Bolts and nuts specified to meet the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply with requirements of ASTM A307 and, if required, galvanized to comply with requirements of ASTM F2329 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55. Certification shall be retained by the shipper. A copy should be obtained when sampling at the shipper and submitted with the samples to the lab. <br />
<br />
All bolts, nuts and washers are to be identifiable as to type and manufacturer. Bolts, nuts, and washers manufactured to meet ASTM A307 will normally be identified on the packaging since no special markings are required on the item. Dimensions are to be as shown on the plans or as specified.<br />
<br />
Weight (mass) of zinc coating, when specified, is to be determined by magnetic gauge in the same manner as described for bolts and nuts in [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material|EPG 1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]].<br />
<br />
Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. Samples shall be taken according to [[#712.2.3.2.1.1 ASTM A307 Bolts|EPG 712.2.3.2.1.1 ASTM A307 Bolts]].<br />
<br />
'''712.2.3.1.2''' High strength bolts, nuts, and washers specified shall meet the requirements of ASTM F3125 Grade A325. Bridge plans may also specify ASTM F3125 Grade 144 or A490 or ASTM F3148 Grade 144 high strength bolts. Field inspection shall include examination of the certifications or mill test reports; checking identification markings; and testing for dimensions. The certifications or mill test reports, conforming to EPG 712.2.3.1.1 Manufacturer's Certification, shall be retained in the district office. Samples for Laboratory testing shall be taken and submitted in accordance with EPG 712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts.<br />
<br />
====712.2.3.2 PAL Manufacturer Facilities Sampling====<br />
Prior to visiting a PAL supplier or manufacturer facility, the Cognos report “PAL Shipments Within Date Range” should be run for the facility to determine what material has been given MoDOT PAL numbers. For each PAL material, the sample shall consist of six pieces rather than determined from lot quantities as given in the following sections. An individual sample shall consist of bolts, nuts, or washers as these are treated as different materials in the PAL system. <br />
<br />
=====712.2.3.2.1 Sample sizes=====<br />
<br />
======712.2.3.2.1.1 ASTM A307 Bolts======<br />
Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. When samples are taken, they are to be taken as shown in the following table. When galvanized bolts, nuts and washers are submitted to the Laboratory, a minimum of 3 samples of each are required for Laboratory testing. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
|-<br />
|width="300"|3 for lots of 0 to 800 pcs. ||rowspan="4"|Each sample is to consist of one bolt, nut and washer. Submit for dimensions, weight (mass) of coating, mechanical properties. <br />
|-<br />
|6 for lots of 801 to 8,000 pcs. <br />
|-<br />
|9 for lots of 8,001 to 22,000 pcs. <br />
|-<br />
|15 for lots of 22,001+ pcs. <br />
|}<br />
</center><br />
<br />
======712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts======<br />
Samples for Laboratory testing shall be taken and submitted as follows: All lots containing 501 or more, high strength bolts shall be sampled and submitted to the Laboratory for testing. If no lot offered contains 501 or more bolts, sample 10 percent of the lots offered, or one lot, whichever is greater. A lot is defined as all bolts of the same size and length, with the same manufacturer's lot identification, offered for inspection at one time. Samples shall be taken as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="300" style="background:#BEBEBE" |Number of Bolts in the Lot!! style="background:#BEBEBE" |Number of Bolts Taken for a Sample'''*'''<br />
|-<br />
| 0 through 800 || 3 <br />
|-<br />
| 801 through 8,000 || 6 <br />
|-<br />
| 8,001 through 22,000 || 9 <br />
|-<br />
| 22,001 plus || 15 <br />
|-<br />
|align="left" colspan="2"|'''*''' A minimum of 3 samples will be required for galvanized materials. <br />
|}<br />
</center><br />
<br />
All lots containing 501 or more, high strength nuts shall be sampled and submitted to the Laboratory for testing. If no lot offered contains 501 or more nuts, sample 10 percent of the lots offered or one lot, whichever is greater. A lot is defined as all nuts of the same grade, size, style, thread series and class, and surface finish, with the same manufacturer's lot identification, offered for inspection at one time. Samples shall be taken as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="300" style="background:#BEBEBE" |Number of Nuts in the Lot!! style="background:#BEBEBE" |Number of Nuts Taken for a Sample'''*'''<br />
|-<br />
| 0 through 800 ||1 <br />
|-<br />
|801 through 8,000 ||2 <br />
|-<br />
|8,001 through 22,000 ||3 <br />
|-<br />
|22,000 and over ||5 <br />
|-<br />
|align="left" colspan="2"|'''*''' A minimum of 3 samples will be required for galvanized materials. <br />
|}<br />
</center><br />
<br />
All lots containing 501 or more, high strength washers shall be sampled and submitted to the Laboratory for testing. If no lot offered contains 501 or more washers, sample 10 percent of the lots offered, or one lot, whichever is greater. A lot is defined as all washers of the same type, grade, size and surface finish, with the same manufacturer's lot identification, offered for inspection at one time. Samples shall be taken as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="300" style="background:#BEBEBE" |Number of Washers in the Lot!!style="background:#BEBEBE" | Number of Washers Taken for a Sample'''* '''<br />
|-<br />
| 0 through 800 || 1 <br />
|-<br />
|801 through 8,000 || 2 <br />
|-<br />
|8,001 through 22,000 || 3 <br />
|-<br />
|22,000 and over || 5 <br />
|-<br />
|align="left" colspan="2"|'''*''' A minimum of 3 samples will be required for galvanized materials. <br />
|}<br />
</center><br />
<br />
=====712.2.3.2.2 Bolts for Highway Lighting, Traffic Signals or Highway Signing=====<br />
Bolts, nuts, and washers for highway lighting, traffic signals, or highway signing shall meet the requirements given in EPG 712.2.3.1.2 High Strength Bolts. Samples for Central Laboratory testing are only required when requested by the State Construction and Materials Engineer or when field inspection indicates questionable compliance.<br />
<br />
====712.2.3.3 Slab Drains====<br />
Slab drains are to be accepted on the basis of field inspection of dimensions, weight (mass) of zinc coating, and a satisfactory fabricators certification. The dimensions, weight (mass) of zinc coating, and material specification requirements are shown on the bridge plans.<br />
<br />
Field determination of weight (mass) of coating is to be made on each lot of material furnished. The magnetic gauge is to be operated and calibrated in accordance with ASTM E376. At least three members of each size and type offered for inspection are to be selected for testing. A single-spot test is to be comprised of at least five readings of the magnetic gauge taken in a small area and those five readings averaged to obtain a single-spot test result. Three such areas should be tested on each of the members being tested. Test each member in the same manner. Average all single-spot test results from all members to obtain an average coating weight (mass) to be reported. The minimum single-spot test result would be the minimum average obtained on any one member. Material may be accepted or rejected for galvanized coating on the basis of magnetic gauge. If a test result fails to comply with the specifications, that lot should be resampled at double the original sampling rate. If any of the resampled members fail to comply with the specification, that lot is to be rejected. The contractor or supplier is to be given the option of sampling for Laboratory testing, if the magnetic gauge test results are within minus 15 percent of the specified coating weight (mass).<br />
<br />
A fabricators certification shall be submitted to the engineer in triplicate stating that "The steel used in the fabrication of the slab drains was manufactured to conform to ASTM A709" or "A500, A501" as the case may be.<br />
<br />
====712.2.3.4 Miscellaneous Structural Steel====<br />
Other structural steel items not requiring shop drawings also require inspection. Inspection includes a fabricator's certification identifying the source and grade of steel, as well as verification of dimensions and inspection of any coating applied. The report is to include the grade of steel, coating applied, and results of inspection.<br />
<br />
==712.3 Lab Testing==<br />
<br />
===712.3.1 Scope===<br />
This establishes procedures for Laboratory testing and reporting samples of structural steel, bolts, nuts, and washers and for welding qualifications.<br />
<br />
===712.3.2 Procedure===<br />
<br />
====712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers====<br />
Thickness of coating shall be determined in accordance with ASTM F2329 or where mechanically galvanized shall meet the coating thickness, adherence, and quality requirements of ASTM B659, Class 55. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8 Laboratory Testing Guidelines for Sec 1020|Laboratory Testing Guidelines for Sec 1020]]. Original test data and calculations shall be recorded in Laboratory workbooks.<br />
<br />
====712.3.2.2 Physical Tests - Bolts and Nuts====<br />
Original test results and calculations shall be reported through AASHTOWare Project. <br />
<br />
'''Low carbon steel bolts and nuts''' shall be tested according to ASTM A307. Tests are to be as follows:<br />
:(a) Bolts shall be tested for dimensions, hardness, and tensile strength.<br />
:(b) Nuts shall be tested for dimensions, hardness, and proof load.<br />
<br />
Due to the shape and length of some bolts and the shape of some nuts, it may not be possible or required to determine the tensile strength of the bolts or the proof load of the nuts.<br />
<br />
'''High strength bolts, nuts, and washers''' shall be tested according to ASTM F3125 Grade A325, 144 or A490 or ASTM F3148 Grade 144. Tests are to be as follows:<br />
:(a) Bolts shall be tested for dimensions, markings, hardness, proof load, and tensile strength.<br />
:(b) Nuts shall be tested for dimensions, markings, hardness, and proof load.<br />
:(c) Washers shall be tested for hardness.<br />
<br />
Due to the shape and length of some bolts and the size of some nuts, it may not be possible or required to determine the proof load and tensile strength of the bolts or the proof load of the nuts.<br />
<br />
===712.3.3 Sample Record===<br />
The sample record shall be completed in AASHTOWARE Project (AWP), as described in [[:Category:101 Standard Forms#Sample Record, General|AWP MA Sample Record, General]], and shall indicate acceptance, qualified acceptance, or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the report to clarify conditions of acceptance or rejection.<br />
<br />
Test results for bolts, nuts and washers shall be reported through AWP.<br />
<br />
[[image:712.3.3.jpg|center|1050px]]</div>Hoskirhttps://epg.modot.org/index.php?title=LPA:136.7_Design&diff=58598LPA:136.7 Design2026-05-06T14:22:29Z<p>Hoskir: /* 136.7.3.1.2.1.8 Bridge Material Inspection/Acceptance */ updated per RR4179</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:1px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="360px" align="right" <br />
|-<br />
|<center>'''Figures'''</center><br />
|-<br />
|Fig. 136.7.1,Dimensional Accuracy<br />
|-<br />
|Fig. 136.7.2, Utility Depth and Encasement Requirements<br />
|-<br />
|[[media:136.7.3.xls|Fig. 136.7.3, Blank Structure Inventory and Appraisal Sheet]]<br />
|-<br />
|[[media:136.7.4.xls|Fig. 136.7.4, LFD Load Rating Summary Sheet]]<br />
|-<br />
|[[media:136.7.5.xls|Fig. 136.7.5, LRFR Load Rating Summary Sheet]]<br />
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|[[media:136.7.6.doc|Fig. 136.7.6, Example Notice of Public Hearing]]<br />
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|[[media:136.7.7.docx|Fig. 136.7.7, Safety Requirements JSP]]<br />
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|[[media:136.7.8.doc|Fig. 136.7.8, Utilities Scoping Checklist]]<br />
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|<center>'''Federal-Aid Essential Videos'''</center><br />
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|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=develop Project Development]<br />
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|[http://www.fhwa.dot.gov/federal-aidessentials/catmod.cfm?category=civilrig Civil Rights]<br />
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=136.7.1 Introduction=<br />
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EPG 136.7 Design includes information and guidance on the approved Standards and Specifications for use on federal-aid projects. The LPA will determine the appropriate design criteria using a practical approach based on the LPA needs, project location (surrounding context), posted speed limits, functional classification, project purpose and need, system continuity, average annual daily traffic (AADT) and safety. <br />
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The LPA must receive authorization of preliminary engineering (PE) funds from MoDOT prior to incurring any PE costs. Any PE costs incurred prior to federal obligation of PE funds will not be eligible for reimbursement. This applies to costs related to consultant contracts for professional engineering services and to costs related to LPA staff for which reimbursement is sought. Preliminary engineering costs may be incurred only up to the construction contract award. Design changes during construction will be paid using Construction Engineering funds. More specific guidance and information regarding Obligation of Funds is found in [[136.3 Federal Aid Basics#136.3.6 Obligation of Funds|EPG 136.3.6 Obligation of Funds]].<br />
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=136.7.2 Policies=<br />
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In general, the policies that govern work on streets, highways and public rights of way should conform to those contained within [http://www.fhwa.dot.gov/legsregs/directives/fapg/cfr0625.htm 23CFR 625 – Design Standards for Highways]. For work on the National Highway System (NHS) AASHTO Standards are used and approved state or local standards are used for non-NHS routes. Since MoDOT’s Engineering Policy Guide (EPG) falls within substantial compliance with AASHTO’s Standards, it is an excellent guide for work both on and off the NHS. LPA’s that have their own policies and standards may design and construct projects accordingly, provided those policies follow the applicable state and federal regulations. Irrespective of the specification source, Missouri state statute dictates that the plans specifications and estimates for public road work must be prepared by or under the immediate supervision of a registered professional engineer. <br />
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The remainder of this article covers general design guidelines for various elements of design, of a local facility. The topics shown are not intended to be a standalone guide, but rather to depict a general state of the practice, discuss any nuances with a particular element, and point to resources that provide the needed level of detail to accomplish a project. <br />
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==136.7.2.1 Roadways==<br />
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===136.7.2.1.1 Geometrics===<br />
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The elements of roadway geometry generally consist of the three dimensions of horizontal alignment, vertical alignment and cross section. General controls for these elements are given in AASHTO’s ''A Policy on Geometric Design of Streets and Highways'' and in [[:Category:230 Alignment of the Roadway|EPG 230 Alignment of the Roadway]] and [[:Category:231 Typical Section Elements for Roadways|EPG 231 Typical Section Elements for Roadways]]. <br />
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To maximize the value of the project the LPA should strive for as much flexibility in geometric design as possible. A helpful resource for this endeavor is AASHTO’s ''A Guide for Achieving Flexibility in Highway Design''.<br />
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===136.7.2.1.2 Bases and Pavements===<br />
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Pavements are used to provide adequate support for loads imposed by traffic. The subgrade, base and underdrainage must function together with the pavement to provide a uniformly firm, stable, and smooth surface, suitable for use in all weather. Some helpful guidance for pavement design is AASHTO’s ''Guide for the Design of Pavement Structures'' and [[:Category:300 BASES|EPG 300 Bases]], [[:Category:400 FLEXIBLE PAVEMENT|EPG 400 Flexible Pavement]] and [[:Category:500 RIGID PAVEMENT|EPG 500 Rigid Pavement]]. <br />
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The LPA should consider bidding pavements as either alternates or optional pavements. This forces the market to decide whether rigid or flexible pavements are the most cost-effective solution. Guidance for the alternate and optional bidding processes can be found in [[#136.7.5.2 Alternate or Optional Bidding|EPG 136.7.5.2 Alternate or Optional Bidding]].<br />
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===136.7.2.1.3 Roadside Design===<br />
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Roadside design is the design of the area outside of the traveled way. The key area of design emphasis is very important to both safety and the environment.. <br />
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====136.7.2.1.3.1 Safety ====<br />
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Statistics show that the roadside environment comes into play in a significant percentage of fatal and serious injury crashes. For this reason, the area outside of the traveled way should be as forgiving to the errant driver as possible and free of fixed obstacles with stable, flattened slopes which enhances the opportunity for reducing crash severity.<br />
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In general, roadside safety can be accomplished by the following actions, listed in order of preference: <br />
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:1. Remove the obstacle <br />
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:2. Redesign the obstacle to be safely traversable <br />
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:3. Relocate the obstacle <br />
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:4. Use an appropriate breakaway device <br />
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:5. Shield the obstacle with a longitudinal barrier <br />
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:6. Delineate the obstacle <br />
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AASHTO’s Roadside Design Guide is the primary resource for guidance in roadside safety. [[:Category:606 Guardrail and Guard Cable|EPG 606 Guardrail and Guard Cable]] is also helpful. <br />
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====136.7.2.1.3.2 Aesthetics====<br />
Occasionally, the purpose and need of the work will necessitate the use of aesthetic applications. When this is the case, the LPA should consider baseline applications that represent minimal costs to the project (i.e. form liners, tinted concrete etc.), can be reasonably maintained, and do not compromise safety. As much as possible, the aesthetics should complement the surrounding area.<br />
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===136.7.2.1.4 Traffic Control===<br />
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====136.7.2.1.4.1 Work Zone Traffic Control====<br />
The LPA shall develop and implement a Transportation Management Plan (TMP) in sustained consultation with all stakeholders of the project and in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-G/part-630/subpart-J?toc=1 23CFR630.1002-1110].<br />
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The TMP shall consist of strategies to manage work zone impacts and provide for the safe and efficient movement of motorized and non-motorized traffic through or around the construction. A significant project is one that, alone or in combination with other concurrent projects nearby, is anticipated to cause sustained work zone impacts greater than what is considered tolerable. For non-significant projects the TMP will consist of the Temporary Traffic Control plan. For those projects determined to have significant impact on the public, the TMP shall consist of the Temporary Traffic Control Plan, the Transportation Operation Plan, and the Public Information Plan. See [[#136.7.2.4.4 ADA Work Zones|EPG 136.7.2.4.4]] for more information on ADA Work Zones. The LPA shall designate a trained person on each project who has the primary responsibility, with sufficient authority, for implementing the TMP and other safety and mobility aspects of the project. <br />
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'''The Temporary Traffic Control Plan''' describes the actual control measures to be used to facilitate the movement of system users through or around the construction. The temporary traffic control plan shall conform to the guidelines established in Chapter 6 of the ''Manual on Uniform Traffic Control Devices'' (MUTCD). [[:Category:616 Temporary Traffic Control|EPG 616 Temporary Traffic Control]] and [[616.23 Traffic Control for Field Operations|EPG 616.23 Traffic Control for Field Operations]] may be used as references in the development of the temporary traffic control plan. The scope and level of detail of the traffic control plan should match the complexity of the project. <br />
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'''The Transportation Operation Plan''' identifies strategies to be used to mitigate impacts of the work zone on the operation and management of the transportation system within the work zone impact area. <br />
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'''The Public Information Plan''' details the communication strategies to be used to inform affected road users, the general public, area residents and businesses, and appropriate public and transportation entities about the project, the expected impacts of the work and changing conditions. <br />
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The plans and specifications should include the job special provisions and pay items for implementing the TMP, including any provisions to provide, install, move, replace, maintain, clean, and remove any temporary traffic control devices required by the temporary traffic control plan. Lump sum payment for all TMP traffic control pay items is not allowed. As a minimum separate pay items must be provided for positive protection devices (i.e. temporary concrete barrier, barricades, etc.). It is also recommended to separate lump sum pay items for striping and signing because they are usually subcontracted work. A Job Special Provision (JSP) must be included and should provide sufficient details such that the quantity and types of devices and the overall effort to implement and maintain the TMP can be determined. See [[#136.7.4 Engineer’s Estimate|EPG 136.7.4 Engineer’s Estimate]] and [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-G/part-630/subpart-J/section-630.1012 CFR 630.1012] for further information. Also see [[#136.7.3.1.2.1.1 Traffic Control|EPG 136.7.3.1.2.1.1 Traffic Control]] for information on the Traffic Control required JSP.<br />
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====136.7.2.1.4.2 Pavement Marking====<br />
The pavement marking plan has an important function in providing guidance and information for the road user. Major marking types include pavement and curb markings, object markers, delineators, colored pavements, barricades, channelizing devices and islands. In some cases, markings are used to supplement other traffic control devices such as signs, signals and other markings. In other instances, markings are used alone to effectively convey regulations, guidance, or warnings in ways not obtainable by the use of other devices. <br />
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The pavement marking plan shall conform to the guidelines set forth in Sec 3A of the MUTCD. [[:Category:620 Pavement Marking|EPG 620 Pavement Marking]] may be used as a reference in the development of the pavement marking plan.<br />
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====136.7.2.1.4.3 Signing====<br />
Highway signs are directly related to the design of the highway and are used to effectively convey information needed for travelers to safely and efficiently complete trips. Signs must have uniformity of meaning. Excessive or inadequate signing can cause traveler confusion. <br />
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Types of highway signing include guide, regulatory, warning, specific service signs, tourist-oriented directional, recreational and cultural interest, emergency management, and conventional road guide signs. Traffic controls for schools may be required to be addressed as well as traffic controls for highway-rail grade crossings. [[:Category:903 Highway Signing|EPG 903 Highway Signing]] outlines procedures for the preparation of contract signing plans. Before beginning sign selection or location, the following are to be reviewed: EPG 903 Highway Signing, the guidelines of the MUTCD and FHWA's ''Standard Highway Signs'' manual. It is important to use standard sign design and layouts in order to provide consistent signing throughout the state of Missouri. MoDOT district personnel are responsible for proper review of signing plans for accuracy, to ensure standards are met or that deviations from the standards are justified. <br />
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EPG 903 also addresses the extent of signing and design of sign supports. It provides typical signing applications and guidance for preparation of sign plans as well as highway signing general information and other signing items.<br />
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====136.7.2.1.4.4 Signals====<br />
Traffic control signals are not to be installed unless one or more of the signal warrants contained in the MUTCD are met, and the installation of signals considered justified. Traffic signals are electrically powered traffic control devices that warn or direct vehicular and pedestrian traffic to take some specific action. Traffic signals provide for the orderly assignment of right of way to conflicting traffic movements at intersections. <br />
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Traffic signals are not a complete solution for traffic problems. Traffic signals can sometime create additional congestion and cause additional delay to vehicles if improperly designed, installed or maintained. Correctly designed and operated traffic signals installed at warranted locations will provide for the orderly movement of traffic, increase the intersection capacity, and may help to reduce accidents. The coordination of phasing and timing of signals is very important. [[:Category:902 Signals|EPG 902 Signals]] provides the basis for installation of traffic signals, and discusses basic types of signal control equipment and hardware and their characteristics, uses, applications, operations and maintenance. The policies, standards and guidelines set forth herein are in general accordance with the MUTCD most recent edition and the subsequent rulings on requests for interpretations, changes, and experimentation. The design of signals often requires consideration of the aesthetic and maintenance aspects of the project. The selection of signal equipment must follow the requirements of [[#136.7.2.8 Proprietary Items|EPG 136.7.2.8 Proprietary Items]].<br />
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====136.7.2.1.4.5 Lighting====<br />
Nighttime crash rates are higher than daytime rates partially due to reduced visibility. Fixed-source lighting such as luminaires tend to reduce crashes in urban and suburban areas with concentrations of pedestrians and intersections. When designing, installing, programming and maintaining lighting, the lighting source intensity and circuiting must be addressed. Guidelines for high pressure sodium luminaires roadway illumination, future lighting and dusk-to-dawn lighting policy are discussed in [[:Category:901 Lighting|EPG 901 Lighting]]. <br />
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As there are many aspects to be considered when inspecting construction quality of lighting EPG 901 provides guidelines for construction inspection, material inspection and laboratory testing. In addition, EPG 901 includes a discussion on the preparation of plans, electrical components, and guidance for nonstandard lighting structures. <br />
The design of lighting often requires consideration of the aesthetic and maintenance aspects of the project. The selection of lighting equipment must follow the requirements of [[#136.7.2.8 Proprietary Items|EPG 136.7.2.8 Proprietary Items]].<br />
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===136.7.2.1.5 Highway Drainage and Erosion Control===<br />
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====136.7.2.1.5.1 Drainage====<br />
An important part of the design of any roadway project has to include an evaluation of highway drainage. Highway drainage will typically include items such as bridges, larger culverts, smaller culverts, drainage pipes, storm sewers, and open channels. <br />
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When determining the appropriate design parameters for drainage on a roadway project, things such as the functional class, AADT, importance of the route, and the needs of the local community should be combined with a good practical engineering approach to determine the best design for the project. The design should also take into consideration other drainage structures in the area when determining the appropriate design parameters for the new drainage structure. In some situations, federal or state laws may govern some of the design parameters. Additionally, the LPA may have ordinances or regulations that impact the design of these items. The engineer of record is ultimately responsible for determining the appropriate design parameters for highway drainage on projects.<br />
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There are several national manuals that can be used for reference and guidance in the design of highway drainage. These include FHWA's ''Introduction to Highway Hydraulics'', HDS-4, 2001; FHWA's ''Hydraulic Design of Highway Culverts'', HDS-5, 2001; FHWA's ''Urban Drainage Design Manual'', HEC-22 3rd Edition, 1992; and AASHTO's ''Highway Drainage Guidelines 4th Edition'', 2007. Additionally, MoDOT's EPG has information related to the design of drainage structures. [[640.1 Pavement Drainage|EPG 640.1 Pavement Drainage]], [[:Category:748 Hydraulics and Drainage|EPG 748 Hydraulics and Drainage]], [[:Category:749 Hydrologic Analysis|EPG 749 Hydrologic Analysis]] and [[:Category:750 Hydraulic Analysis|EPG 750 Hydraulic Analysis]] provide information on the approaches used by MoDOT in the design of these types of structures. These EPG articles can be used by the engineer of record as guidance for designing highway drainage on LPA projects. When an LPA project involves highway drainage that will be located on MoDOT right of way, the design of these items shall be in accordance with the EPG. <br />
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====136.7.2.1.5.2 Erosion Control====<br />
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For all federally funded projects, the engineer of record will be responsible for ensuring that the design, construction, and operation of the project minimizes erosion and sediment damage to the highway and adjacent properties and abates pollution of surface and ground water resources. Some helpful guidance for the development of erosion control plans can be found in [[:Category:806 Pollution, Erosion and Sediment Control|EPG 806 Pollution, Erosion and Sediment Control]]. The federal Clean Water Act and related state rules and regulations require stormwater permits for construction activities that disturb areas of one acre or more. More information on the requirements for stormwater permits can be found in [[136.6 Environmental and Cultural Requirements#136.6.4.8 Stormwater and Erosion Control|EPG 136.6.4.8 Stormwater and Erosion Control]].<br />
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===136.7.2.1.6 Roadway Plans===<br />
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====136.7.2.1.6.1 Minimum Plan Requirements====<br />
The engineer of record is responsible for determining the appropriate level of detail to provide on roadway plans. Sufficient detail shall be provided so as to clearly identify all material, dimensional requirements, location, design features and construction requirements. <br />
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The plans should include information regarding:<br />
:* Plan/Profile<br />
:* Right of Way lines<br />
:* Utilities - All existing and proposed facilities must be shown on the plan sheets. The minimum depth locations and encasement requirements for the utilities located on MHTC Right of Way are available.<br />
:* Temporary Traffic Control (TTC) Plan in accordance with 23 CFR Part 630<br />
:* Survey Control<br />
:* Erosion Control Plan in accordance with [https://www.ecfr.gov/current/title-23/chapter-I/subchapter-G/part-635/subpart-C/section-635.309 23 CFR 635.309] and [[#136.7.2.1.5.2 Erosion Control|EPG 136.7.2.1.5.2]]<br />
:* All plans must be signed and sealed by a registered Professional Engineer<br />
:* The title sheet must also be signed by the LPA<br />
:* Title sheet must include the construction specifications to be used<br />
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For projects that are located on or cross over MoDOT right of way, submittal of preliminary plans for review and approval by MoDOT is required. Submitted information shall be sent to the [https://www.modot.org/about-lpacontact-us MoDOT district representative]. Once the MoDOT district representative has reviewed and approved the preliminary plans they will provide the LPA their [https://epg.modot.org/forms/general_files/DE/RW-LPA/Letter_of_Certification_Preliminary_Plans_Approval_Form_136.8.docx preliminary plan approval memo].<br />
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====136.7.2.1.6.2 Cost Estimates====<br />
The engineer of record shall prepare a final cost estimate, engineer’s estimate, for the project as described in [[#136.7.4 Engineer’s Estimate|EPG 136.7.4]]. <br />
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==136.7.2.2 Structures==<br />
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EPG 136.7.2.2 provides general guidance for the design of structures on federally funded LPA projects. More specific design criteria may be found at the various links to design manuals that are provided in the different parts of this article. <br />
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MoDOT generally provides a cursory review of structures on LPA. This review will not include detailed checking of design calculations or plans. This basic cursory review of the plans and other submitted information will be completed to verify that all required deliverables have been submitted and that the structural aspects of the project meet the basic program eligibility requirements. <u>The LPA along with their engineer of record will ultimately be responsible for ensuring that all program requirements have been met. </u><br />
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===136.7.2.2.1 Funding/Programs===<br />
The following sections provide general information on the types of federal funding programs available for the rehabilitation and replacement of bridges and culverts that are on the National Bridge Inventory (NBI). <br />
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====136.7.2.2.1.1 Highway Bridge Program (HBP)====<br />
Federal funds are available for the replacement or rehabilitation of LPA bridges and culverts that are deficient based on designated NBI items. These funds are divided into two categories BRO and BRM. BRO funds are used for bridges and culverts that are located on non-federal routes. BRM funds are used for bridges and culverts that are located on federal routes. Detailed eligibility requirements for these two funding categories can be found in [[136.3 Federal Aid Basics#136.3.8.1 Highway Bridge Program (BRO & BRM)|EPG 136.3.8.1 Highway Bridge Program (BRO & BRM)]]. <br />
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====136.7.2.2.1.2 Surface Transportation Program (STP)====<br />
STP funds are a broad class of funds that can be used for a variety of highway related improvements on LPA roadways. STP funds are subcategorized into Attributable (Large Urban) and Non-Attributable (Small Urban) funds. Eligibility requirements will vary depending on the functional classification of the route as well as the type of project. Detailed eligibility requirements for STP funding on bridge and culvert projects can be found in [[136.3 Federal Aid Basics#136.3.8.2 Surface Transportation Program (STP) Large Urban – Attributable|EPG 136.3.8.2 Surface Transportation Program (STP) Large Urban – Attributable]] and [[136.3 Federal Aid Basics#136.3.8.3 Surface Transportation Program (STP) Small Urban – Non-Attributable|EPG 136.3.8.3 Surface Transportation Program (STP) Small Urban – Non-Attributable]]. <br />
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====136.7.2.2.1.3 Soft Match Credit====<br />
An LPA can elect to replace BRO eligible bridges and culverts with their own funds and then apply for Soft Match Credit for 80% of the funds expended. Once approved, the soft match credit can then be used as the local match for future HBP eligible bridge and culvert projects. More specific requirements for earning and spending Soft Match Credit funds can be found in [[136.3 Federal Aid Basics#136.3.10 Bridge Soft Match Credit|EPG 136.3.10 Bridge Soft Match Credit]].<br />
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====136.7.2.2.1.4 Work by Local Forces====<br />
With advanced approval and only under certain specific conditions, an LPA may perform varying aspects of work on federally funded bridge or culvert replacement/rehabilitation projects utilizing their own existing workforce. The requirements and specific conditions that must be met can be found in [[136.3 Federal Aid Basics#136.3.12 Federal-aid Participation for Local Work|EPG 136.3.12 Federal-Aid Participation for Local Work]]. <br />
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===136.7.2.2.2 General Types of Structures===<br />
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For clarification and the purposes of various parts of this section, the following definitions or information is being provided for different structure types. <br />
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====136.7.2.2.2.1 Highway Bridges and Culverts====<br />
For the purposes of this chapter, highway bridges and culverts will be defined as structures meeting the requirements to be inventoried on the NBI. From a more basic standpoint, this will include structures that are on public highways carrying vehicular traffic and are 20 ft. or longer. MoDOT Bridge Division’s oversight efforts on federally funded LPA projects will be focused on structures meeting these requirements.<br />
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====136.7.2.2.2.2 Non-NBI Length Bridges and Culverts====<br />
Bridge and culvert structures that are shorter than 20 ft. will be classified as non-NBI structures. The general design guidance provided in this article should be used for structures falling under this category. Structures falling under this category will not be reviewed by MoDOT Bridge Division unless they are replacing a structure that was NBI length. Submittal of the normal deliverables that apply to highway bridges and culverts will not be required unless the structure is replacing an NBI length structure.<br />
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====136.7.2.2.2.3 Pedestrian Structures====<br />
Pedestrian structures will be defined as structures that are only intended for the use of pedestrians and other non-vehicular traffic. These types of structures are beyond the oversight role provided by MoDOT, except as specified in EPG 136.7.2.2.2.5 Structures on MoDOT Right of Way. <br />
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====136.7.2.2.2.4 Retaining Walls====<br />
Retaining walls may be used on various LPA projects. Submittal of information related to retaining walls is normally not required unless the wall is an integral part of a highway bridge or culvert. If the wall is an integral part of a highway bridge or culvert, normal design and plan requirements related to highway bridge and culvert projects will apply. When any portion of a retaining wall is located on MoDOT right of way, the requirements in EPG 136.7.2.2.2.5 Structures on MoDOT Right of Way will apply. <br />
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====136.7.2.2.2.5 Structures on MoDOT Right of Way====<br />
Proposed structures that will either be located on or cross over MoDOT right of way will require additional review, by MoDOT. At a minimum, this additional review should take place during the preliminary design stage and at the PS&E stage of the project. The use of MoDOT policies and procedures shall be required for these projects.<br />
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===136.7.2.2.3 Deficiencies for Bridges and Culverts===<br />
The primary focus of the federally funded bridge program is to eliminate any existing deficiency when a structure is replaced or rehabilitated. The proposed project will result in an improvement that is safer than the existing site conditions with safety issues being addressed or mitigated; the proposed project will be in compliance with all applicable federal, state, and local laws and regulations; and that the structural improvements made at the site will result in a structure that will last a minimum of 25 years before the development of any significant deficiencies. <br />
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The engineer of record is responsible for determining the appropriate design parameters for bridges and culverts based on existing site conditions as well as the needs of the LPA. This will provide the engineer of record and the LPA with the greatest flexibility in investigating design alternatives as in optimizing the available funds for a project in order to build what is needed at the project sight. In some situations, this may result in an item that is considered deficient based on current standards. When this situation occurs, the engineer of record is required to request a Design Exception for this deficient item and must provide documentation with this request to justify the proposed deficiency. MoDOT will review and approve the Design Exception along with the provided documentation, and when applicable, forward the information to FHWA for their approval. This information should be submitted in the early stages of the project to avoid the potential of delays or any unnecessary engineering work. See [[136.9 Plans, Specs and Estimates (PSE)#136.9.2.7 Design Exceptions/Variances|EPG 136.9.2.7 Design Exceptions/Variances]] for more Design Exception Information. It should be noted that the removal of all deficiencies may not be applicable for projects funded using STP funds. For projects using STP funds, the engineer of record should verify the requirements for removal of deficiencies based on the most current federal legislation. <br />
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The following articles provide more insight on the deficient items that are designated within NBI data as well as other items that may be considered deficient or substandard for the classification of roadway that a bridge is located on. The following table is a general summary of the various NBI deficient items.<br />
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<center> <br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center" width=770<br />
|+ <br />
! style="background:#BEBEBE" |EPG Article|| style="background:#BEBEBE" |NBI Item # ||style="background:#BEBEBE" |Structure Component ||style="background:#BEBEBE" |Deficient Level <br />
|-<br />
|[[#136.7.2.2.3.1 Structural Condition-NBI Items 58, 59, 60 & 62|136.7.2.2.3.1]]||58||Deck Condition|| 4 or below <br />
|-<br />
|[[#136.7.2.2.3.1 Structural Condition-NBI Items 58, 59, 60 & 62|136.7.2.2.3.1]]||59||Superstructure Condition|| 4 or below <br />
|-<br />
|[[#136.7.2.2.3.1 Structural Condition-NBI Items 58, 59, 60 & 62|136.7.2.2.3.1]]||60|| Substructure Condition|| 4 or below <br />
|-<br />
|[[#136.7.2.2.3.1 Structural Condition-NBI Items 58, 59, 60 & 62|136.7.2.2.3.1]]||62|| Culvert Condition ||4 or below <br />
|-<br />
|[[#136.7.2.2.3.2 Load Capacity-NBI Item 67|136.7.2.2.3.2]]|| 67||Structural Evaluation|| 3 or below <br />
|-<br />
|[[#136.7.2.2.3.3 Bridge Width and Vertical Overclearance-NBI Item 68|136.7.2.2.3.3]]|| 68||Deck Geometry||3 or below <br />
|-<br />
|[[#136.7.2.2.3.4 Vertical Underclearance and Lateral Clearances-NBI Item 69|136.7.2.2.3.4]]|| 69||Under Clearance ||3 or below <br />
|-<br />
|[[#136.7.2.2.3.5 Waterway Adequacy-NBI Item 71|136.7.2.2.3.5 ]]||71||Waterway Adequacy||3 or below<sup>'''1 '''</sup><br />
|-<br />
|[[#136.7.2.2.3.6 Approach Roadway Alignment-NBI Item 72|136.7.2.2.3.6]]||72|| Approach Roadway Alignment||3 or below <br />
|-<br />
|colspan="4" align="left"|<sup>'''1'''</sup> Applicable if NBI Item 42B (Type of Service Under) is coded with 0, or 5 thru 9. <br />
|}<br />
</center><br />
====136.7.2.2.3.1 Structural Condition-NBI Items 58, 59, 60 & 62====<br />
For bridges that are included on the NBI, a numeric condition rating is assigned by the bridge inspector for the Deck (Item 58), Superstructure (Item 59), and the Substructure (Item 60). When the assigned conditions rating is less than or equal to “4”, the bridge is considered deficient. <br />
For culvert type structures that are included on the NBI, a numeric condition rating is assigned by the bridge inspector that represents the overall condition of the culvert (Item 62). When the assigned conditions rating is less than or equal to “4”, the bridge is considered deficient. <br />
<br />
====136.7.2.2.3.2 Load Capacity-NBI Item 67====<br />
NBI Item 67 is classified as the Structural Evaluation Rating for a structure. It is assessed based on the lowest condition rating of the bridge or culvert as well as the load capacity of the structure. When this assessed value is less than or equal to “3”, the structure is considered deficient. <br />
<br />
====136.7.2.2.3.3 Bridge Width and Vertical Overclearance-NBI Item 68====<br />
NBI Item 68 is classified as the Deck Geometry Rating for a structure. It is typically assessed based on the curb to curb roadway width on the structure, but may also be assessed based on the vertical clearance over the structure. The majority of the time, this item is determined based on the curb to curb roadway width on the structure. The most common example where this item may be determined based on the vertical clearance over the structure would be thru trusses. When the assessed value is less than or equal to “3”, the structure is considered deficient. <br />
<br />
====136.7.2.2.3.4 Vertical Underclearance and Lateral Clearances-NBI Item 69====<br />
NBI Item 69 is classified as the Vertical and Horizontal Underclearance Rating for a structure. It is only determined for bridges that cross another highway or a railroad. When the assessed value is less than or equal to “3”, the structure is considered deficient. <br />
<br />
====136.7.2.2.3.5 Waterway Adequacy-NBI Item 71====<br />
NBI Item 71 is classified as the Waterway Adequacy Rating for a structure. It is only assigned for structures that cross waterways and takes into account the frequency of flooding at the structure and the length of delays that result from this flooding. When the assigned value is less than or equal to “3”, the structure is considered deficient. <br />
<br />
====136.7.2.2.3.6 Approach Roadway Alignment-NBI Item 72====<br />
NBI Item 72 is classified as the Approach Roadway Alignment Rating for a structure and is a measure of the adequacy of the alignment of the approach roadway on each side of a structure. When the assigned value is less than or equal to “3”, the structure is considered deficient. <br />
<br />
====136.7.2.2.3.7 Scour Rating-NBI Item 113====<br />
NBI Item 113 is the Scour Rating for a structure and represents the vulnerability of the structure to scour based on calculated and/or field observed scour conditions at the site. Although this item is not directly considered when determining bridge deficiencies for federal funding eligibility purposes, this item has to be reviewed on structures that are being considered for rehabilitation and the appropriate actions taken to address any concerns that have been identified. Rehabilitation projects for existing structures where the value for this item is less than or equal to “4” shall address the scour problems at the site in an appropriate manner. For projects where the value for this item is equal to “5”, it is recommended that scour issues be investigated for the structure and appropriate actions taken, if deemed necessary. For new structures, it is expected that a scour analysis will be done as part of the design of the structure and that the scour rating of the new bridge would be greater than or equal to “8”. <br />
<br />
====136.7.2.2.3.8 Load Postings====<br />
Replacement structures shall be designed in a manner such that the proposed structure will not require load posting for normal legal loads allowed in the jurisdiction in which the structure is located. For structures located within Commercial Zone areas of the state, as designated by state law, a load posting would be acceptable provided that the posting is greater than 40 tons for tractor-trailer combination vehicles. Commercial zone boundaries are defined on the [http://www.modot.org/mcs/documents/MVRM_back_rv0509.pdf Missouri Vehicle Route Map] that is periodically produced by MoDOT. <br />
<br />
For rehabilitated structures, it is recommended that the design parameters of the project be chosen such that no load posting is required or there will be an improvement in the load posting for normal legal loads allowed in the jurisdiction in which the structure is located. However, it is recognized that there will be situations where elimination or an improvement in the load posting on a structure may not be the most prudent use of the federal funds available for the project. When this scenario is encountered, the engineer of record must submit a design exception which includes a summary of their findings and recommendations regarding load postings and submit it to MoDOT for review and concurrence.<br />
<br />
====136.7.2.2.3.9 Bridge and Approach Railings====<br />
The existing bridge railings, approach railings, transition railings, and end treatments shall be reviewed by the engineer of record to determine if improvements in the safety of these systems are needed. Good engineering judgment should be used when determining the appropriate railings and treatments with consideration given to things such as accident history, traffic volumes, and roadway classifications. As a general rule, the treatments chosen for the project should represent a significant improvement in the safety at the site when compared with the existing conditions. More guidance on the specific requirements for bridge railings and end treatments on LPA projects can be found in [[#136.7.2.2.5.13 Railing|EPG 136.7.2.2.5.13 Railing]].<br />
<br />
====136.7.2.2.3.10 Sufficiency Rating====<br />
The Sufficiency Rating is determined for bridges and culverts as part of the NBI data that is submitted to FHWA each year. It is an overall measure of the adequacy of a structure at a given site and is calculated by a computer program provided by FHWA.<br />
<br />
The Sufficiency Rating is used to categorize the level of work that may be needed on deficient structures being considered for replacement or rehabilitation using HBP funding. If this rating is less than or equal to 50.0, then the structure is eligible for replacement or full funding. If this rating is greater than 50.0, but less than or equal to 80.0, then the structure is eligible for rehabilitation or partial funding. When the rating is greater than 80.0, the structure is not eligible for any federal funding. It should be noted that it is possible to have a structure that has this rating fall within the boundaries for replacement or rehabilitation and not be deficient, which results in the structure not being eligible for the use of HBP funds.<br />
<br />
===136.7.2.2.4 Design Guidelines and Resources===<br />
<br />
====136.7.2.2.4.1 General====<br />
<br />
The design philosophy for federally funded bridge projects is to promote the use of good engineering judgment based on project specific site conditions. Although there is an expectation that applicable national codes and design guidelines will generally be followed, this does not mean it is necessary to rigidly follow the “design standard” philosophy (for example, one size fits all) in order for a project to be eligible. MoDOT’s programs are designed to allow the LPA and the engineer of record the flexibility to build a safe and economical project that meets the needs of the LPA and general public in order to maximize limited funding and resources.<br />
<br />
====136.7.2.2.4.2 AASHTO Manuals====<br />
<br />
The engineer of record shall be responsible for determining the appropriate design method to be used for the design of structures on an LPA project. The use of the Load Factor (LFD) design method is acceptable and AASHTO guidance on this method can be found in the ''Standard Specifications for Highway Bridges, 17th Edition''. The use of the Load and Resistance Factor (LRFD) design method is also acceptable and AASHTO guidance on this method can be found in the ''LRFD Bridge Design Specifications''. Although the use of the LRFD design method is encouraged for all projects, it is not required unless the structure being designed is on MoDOT right of way.<br />
<br />
For guidance on items such as appropriate roadway geometrics and appropriate safety features on projects involving structures, the AASHTO manuals'' Roadside Design Guide'' and ''Guidelines for Geometric Design of Very Low-Volume Local Roads (ADT ≤ 400)'' should be consulted. The engineer of record is responsible for determining the appropriate parameters to use based on guidance from these manuals along with practical design considerations and input from the LPA. For structures that are on MoDOT right of way or on the NHS, MoDOT design standards and guidelines shall be used. <br />
<br />
AASHTO guidance on load ratings for bridge structures can be found in ''The Manual for Bridge Evaluation''. The load rating method used to perform a load rating analysis on a bridge or culvert shall be consistent with the design method used for that structure.<br />
<br />
====136.7.2.2.4.3 FHWA Manuals====<br />
Guidance for inventorying bridges and culverts that are NBI length (20’ or greater in length) can be found in the [http://www.fhwa.dot.gov/bridge/mtguide.pdf Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges (RCG)] and also available at [[:Category:753 Bridge Inspection Rating|EPG 753 Bridge Inspection Rating]]. It should be noted that the RCG is currently in a metric format. Inventory data provided on LPA projects should be in English units.<br />
<br />
====136.7.2.2.4.4 MoDOT Policy====<br />
Guidance for the design and hydraulic analysis of highway structures has been developed, with the primary focus being on bridge and culvert structures. Information for other types of structures is also available, but it is not as detailed. The guidance that has been developed for all structure types can be found in [[:Category:700 STRUCTURES AND HYDRAULICS|EPG 700 Structures and Hydraulics]]. <br />
<br />
More specific guidance for LRFD design of bridges can be found in [[:Category:751 LRFD Bridge Design Guidelines|EPG 751 LRFD Bridge Design Guidelines]]. EPG 751 can be used for guidance on designing LPA bridges and culverts using the LRFD design method. Structures located on MoDOT right of way must be designed using LRFD. <br />
<br />
More specific guidance for inventorying and load rating of bridges and culverts can be found in [[:Category:753 Bridge Inspection Rating|EPG 753 Bridge Inspection Rating]]. EPG 753 should be used for completing [[#136.7.2.2.6.3 Structure Inventory and Appraisal Sheet|Structure Inventory and Appraisal (SI&A) sheets]] for bridges and for performing load rating analysis on structures. <br />
<br />
MoDOT has also developed the [http://www.modot.mo.gov/business/standards_and_specs/standardplans.htm Standard Plans for Highway Construction] and the [http://www.modot.mo.gov/business/standards_and_specs/highwayspecs.htm Standard Specifications for Highway Construction]. These standards can be used for different aspects of LPA projects, as deemed necessary by the engineer of record. The use of these standards is encouraged because many contractors are already familiar with these plans and specifications and may provide more competitive bid prices on projects where they are used.<br />
<br />
====136.7.2.2.4.5 Retaining Walls and Pedestrian Structures====<br />
For retaining walls and pedestrian structures that are either located on or cross MoDOT right of way, the MoDOT and AASHTO manuals listed above shall be used for guidance on the appropriate design parameters. When these types of structures do not fall on MoDOT right of way, the above manuals along with local building codes and ordinances shall be used as considered appropriate by the engineer of record in keeping with good engineering practice. <br />
<br />
When pedestrian structures cross over state owned roadways, MoDOT requirements for vertical and horizontal clearance shall be followed. The proposed clearances for these projects shall be submitted to MoDOT for approval and acceptance during the preliminary design of the project. In addition, an SI&A as found in [[#136.7.2.2.6.3 Structure Inventory and Appraisal Sheet|EPG 136.7.2.2.6.3 Structure Inventory and Appraisal Sheet]] shall be completed and submitted in the same manner as for a normal highway bridge.<br />
<br />
===136.7.2.2.5 Preliminary Design===<br />
<br />
====136.7.2.2.5.1 General Guidance====<br />
The engineer of record is responsible for determining the appropriate design parameters to be used on a project. These design parameters should be chosen such that all of the deficiencies currently at a project site are addressed resulting in safer site conditions. Additionally, the proposed structure should result in a structure that will not have any significant deficiencies for at least 25 years.<br />
<br />
MoDOT will focus oversight efforts on federally funded bridge and culvert projects at the PS&E submittal stage. Submittal of the proposed details or plans for a project is not required at the preliminary design stage for normal highway bridge and culvert projects, and submitted details will not be reviewed by MoDOT unless there are specific questions related to the eligibility of the proposed project. If the engineer of record has specific questions on a project, they may submit those questions in writing along with any appropriate details for MoDOT’s review and guidance. For projects that are located on or cross over MoDOT right of way, submittal of preliminary plans for review and approval by MoDOT is required. Submitted information shall be sent to the MoDOT district representative. Once the [https://www.modot.org/about-lpacontact-us MoDOT district representative] has reviewed and approved the preliminary plans they will provide the LPA their [https://epg.modot.org/forms/general_files/DE/RW-LPA/Letter_of_Certification_Preliminary_Plans_Approval_Form_136.8.docx preliminary plan approval memo]. <br />
<br />
If the LPA decides to pursue replacement of a structure that is only eligible for partial funding, then cost estimate information as specified in EPG 136.7.2.2.5.2 Structure Replacement versus Rehabilitation must be provided to MoDOT for review and approval during the preliminary design stage of the project.<br />
<br />
====136.7.2.2.5.2 Structure Replacement versus Rehabilitation====<br />
Annually, MoDOT produces a [http://www.modot.org/business/lpa/BridgeEligibilityListing.htm list of LPA structures that are eligible for federal funding] based on the most current inventory and inspection information. Structures eligible for federal funding will be categorized as being eligible for full funding or partial funding. For structures eligible for full funding, replacement of the structure is assumed to provide the best value for the funds being spent. For structures eligible for partial funding, rehabilitation of the structure to remove all of the deficiencies is generally considered to be the best value for the funds being spent. <br />
<br />
The LPA may elect to replace a structure that is only eligible for partial funding. When this decision is made, the engineer of record must provide a detailed estimate of the rehabilitation cost for the structure and the cost for a replacement structure. If the cost for rehabilitation is at least 68% of the cost for a replacement structure, then it will generally be assumed that the new replacement structure will provide better value than rehabilitation and therefore would be the best use of the federal funds. Whenever the cost for rehabilitation is less than 68% of the cost for a replacement structure, the LPA may still elect to go ahead and replace the structure instead of rehabilitating it. However, when this situation happens, the amount of eligible federal funding for the project will be limited to the amount determined in the rehabilitation cost estimate. See [[136.3 Federal Aid Basics#136.3.8.1.2 Project Eligibility and Selection|EPG 136.3.8.1.2 Project Eligibility and Selection]] for general information.<br />
<br />
====136.7.2.2.5.3 Low Water Crossings====<br />
When a proposed project involves the potential replacement of a low water crossing with a bridge, the eligibility of the project has to be reviewed and approved by MoDOT. In order to review and make a final determination on the eligibility of the project, the engineer of record or the LPA shall submit photos and other supporting documentation to MoDOT. The photos should include approach roadway photos of the low water crossing looking both directions, a roadway photo showing the actual stream crossing, a profile view of the structure whenever it includes pipes or other openings, upstream and downstream photos of the stream, and photos of the adjacent vegetation near the existing low water crossing. Supporting documentation should also include a general description of the proposed project, some type of location map to show the location of the structure, and information on how frequently the low water crossing is impassable due to high water during a typical year. See [[136.3 Federal Aid Basics#136.3.8.1.2 Project Eligibility and Selection|EPG 136.3.8.1.2 Project Eligibility and Selection]] for general information.<br />
<br />
====136.7.2.2.5.4 Hydraulics====<br />
The engineer of record, with the assistance of the LPA, is considered responsible for the investigation of field conditions related to the items shown below.<br />
<br />
:* Hydraulic design of the structure.<br />
:* FEMA design restrictions as related to the National Flood Insurance Program.<br />
:* Scour potential.<br />
:* Embankment protection.<br />
:* Potential channel modification requirements.<br />
:* Impacts on upstream properties.<br />
:* NFIP floodplain development regulations as discussed in [[136.6 Environmental and Cultural Requirements|EPG 136.6 Environmental and Cultural Requirements]].<br />
:* Other appropriate investigations or requirements.<br />
<br />
It is advisable for the waterway opening of the new structure to be designed so as to not result in more adverse flooding conditions from those that would occur with the existing structure, assuming that the existing structure is already performing adequately. As a minimum, the bridge shall be sized appropriately so that the hydraulic performance will not result in NBI Item 71 being deficient and the bridge will not be susceptible to future significant damage caused by flooding based on the scour and drift assessment done by the engineer of record. It is generally not necessary for the engineer of record to submit the hydraulic calculations and report to MoDOT. However, the LPA should keep this information for their own records and make this information available to MoDOT and/or FHWA if requested. See [[#136.7.2.2.3.5 Waterway Adequacy-NBI Item 71|EPG 136.7.2.2.3.5 Waterway Adequacy-NBI Item 71]] for additional information.<br />
<br />
====136.7.2.2.5.5 Channel Modification====<br />
Channel changes alter the conditions of the natural waterway and may cause an increase in velocity of the flowing water, sometimes resulting in damage to the highway embankment near the stream or excessive scour around footings of structures. Channel modification should be minimized to the fullest extent practical. Where such change is unavoidable, an evaluation must consider the environmental, hydraulic, legal, and geomorphic aspects involved. Detailed information on channel modification can be found in [[136.6 Environmental and Cultural Requirements|EPG 136.6 Environmental and Cultural Requirements]]. See [[#136.7.2.2.3.7 Scour Rating-NBI Item 113|EPG 136.7.2.2.3.7 Scour Rating-NBI Item 113]] for additional information.<br />
<br />
====136.7.2.2.5.6 Structural Plans====<br />
Preliminary design plans are not required to be submitted for typical LPA projects. If the proposed project is located on or crosses over MoDOT right of way or if the project is located adjacent to MoDOT right of way in a manner such that the project could potentially have an adverse impact on MoDOT right of way, then preliminary plans shall be submitted to MoDOT for review and approval. <br />
<br />
====136.7.2.2.5.7 Structure Type====<br />
The engineer of record shall determine the appropriate structure type to use at a given location based on site conditions and the appropriate design parameters. The use of prefabricated bridge systems is acceptable provided that the contract drawings and other documents don’t violate rules related to the use of proprietary products on federally funded projects.<br />
<br />
If the use of a proprietary type bridge system is desired on a project, the plans and specifications have to be generically prepared with the basic performance criteria and dimensional requirements for the bridge system defined. For additional information on the specific requirements when using a proprietary bridge system, please refer to [[#136.7.2.2.6.8 Structural Proprietary Items|EPG 136.7.2.2.6.8 Bridge Proprietary Items]]. <br />
<br />
====136.7.2.2.5.8 Bridge Width====<br />
The bridge width is measured between the roadway faces of the barrier curbs on the structure. The appropriate width to use on a project is to be determined by the engineer of record with the only underlying requirement being that the roadway width chosen shall not result in a structure that is deficient for the future design year AADT. <br />
<br />
In general, it is recommended that, as a minimum, the bridge width match the approach roadway width. The engineer of record should take into consideration the needs of the LPA as well as local users such as agriculture operations or other commercial operations. A practical design approach to the project should be considered to maximize the use of available funding for a structure. In some situations, it may be prudent to build a single lane structure. An example of this situation might be an extremely low AADT, dead end roadway that will only have passenger vehicles traveling on it.<br />
<br />
====136.7.2.2.5.9 Design Loading====<br />
The engineer of record is responsible for determining the appropriate design loading to use on a structure. The design loading should be consistent with the appropriate AASHTO design methodology. Additionally, the resulting structure should not be considered deficient based on the future design year AADT and the structure should not require a posting for normal legal loads.<br />
<br />
====136.7.2.2.5.10 Seismic Design====<br />
Seismic design of structures on LPA roadways is not required. The engineer of record should review any LPA requirements for seismic design and make a decision on the appropriate parameters based on these requirements. Because of the significant added cost for the seismic design of structures, strong consideration should be given to the traffic volumes and importance of a structure within the local roadway system along with practical design considerations before a decision is made to do seismic design on a structure. <br />
<br />
====136.7.2.2.5.11 Geotechnical Investigation====<br />
The engineer of record shall be responsible for determining the appropriate geotechnical requirements on a project. The number and locations of borings should be determined in a manner so as to allow for the adequate design of the structure foundations, side slopes, and spill slopes for structures.<br />
<br />
====136.7.2.2.5.12 Sidewalks====<br />
Sidewalks are an eligible feature on bridge structures where such access currently exists for pedestrian or combined pedestrian and bikeway use.<br />
<br />
====136.7.2.2.5.13 Railing====<br />
The engineer of record shall be responsible for determining the appropriate bridge railings, approach railings, transition railings, and railing end treatments to use on a project. Site specific conditions such as accident history, AADT, posted speed limits, sight distance, roadway width and other appropriate things should be considered along with input from the LPA to determine the best solutions for the project site. For structures that are either located on or cross MoDOT right of way, the appropriate MoDOT standards and design criteria shall be used. <br />
<br />
For roadways with AADT ≤ 400, the use of standard height and/or crash-tested railing is optional. For guidance on this matter, the ''Guidelines for Geometric Design of Very Low-Volume Local Roads (ADT ≤ 400)'' should be used as a resource. [https://epg.modot.org/index.php?title=606.1_Guardrail#606.1.3.9_Bridge_Ends EPG 606.1.3.9] and [[620.5 Delineators (MUTCD Chapter 3F)|EPG 620.5]], which provide some options being used on MoDOT owned roadways, may be used as a resource in determining the appropriate railings to use. The LPA and engineer of record may select from a variety of curbing or railing types deemed to be suitable for use based on the site specific conditions for the project.<br />
<br />
===136.7.2.2.6 Final Design===<br />
<br />
====136.7.2.2.6.1 General Guidance====<br />
The engineer of record is responsible for determining the appropriate design parameters to use for structures on a project. The design of the structure should consider a practical design approach to promote the efficient use of the financial resources of the LPA. Additionally, the design should meet the needs of the LPA and shall not result in any items that will be deficient. <br />
<br />
All information that is submitted for the project shall be in completed form and shall be signed and sealed by a professional engineer. The submittal of the design computations is not required unless specified in other areas of this section. However, the consultant or LPA are required to make these computations available upon request by MoDOT or FHWA. <br />
<br />
====136.7.2.2.6.2 Plan Information====<br />
The engineer of record is responsible for determining the appropriate level of detail to provide on structural plans. Sufficient detail shall be provided so as to clearly identify all material and dimensional requirements and allow for the construction of all structural components in accordance with the engineer’s design. <br />
<br />
Structural drawings shall provide an appropriate general notes section that contains all pertinent design criteria for the structure. Examples of common things that should be included in the general notes section are identification of all design loads, identification of the design unit stresses for structural components, identification of the bearing pad and joint filler requirements, and identification of reinforcing steel clearances. The general notes should also identify the appropriate AASHTO design code that was used along with any significant exceptions. Additionally, the plans should indentify the applicable construction specifications (for example: Missouri Standard Specifications for Highway Construction) that are to be used for the project. <br />
<br />
Drawings shall include a summary of estimated quantities for the structure along with a reinforcing bar list and bending diagrams. The appropriate hydraulic data, geotechnical information, a pile data table, and footing design bearing values shall be provided as the site location or design features dictate. Providing these items ensures that the contractor can provide an accurate and competitive bid based on the design plans. <br />
<br />
====136.7.2.2.6.3 Structure Inventory and Appraisal Sheet====<br />
The engineer of record must complete a Structural Inventory & Appraisal Sheet (SI&A) for all replacement and rehabilitated structures that meet the NBI definition of a bridge or culvert. The SI&A must be completed in accordance with the [http://www.fhwa.dot.gov/bridge/mtguide.pdf Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges (RCG)]. Additional guidance on the completion of this item can be found in [[:Category:753 Bridge Inspection Rating|EPG 753 Bridge Inspection Rating]]. A [[media:136.7.3.xls|blank spreadsheet version of this form, Fig. 136.7.3]] is available for use.<br />
<br />
====136.7.2.2.6.4 Load Ratings====<br />
Load ratings calculations are required for all structures that will be classified as a highway bridge or culvert as defined in [[#136.7.2.2.2.1 Highway Bridges and Culverts|EPG 136.7.2.2.2.1]]. The load rating method used shall be consistent with the design code that was used as specified in [[#136.7.2.2.4.2 AASHTO Manuals|EPG 136.7.2.2.4.2]]. The engineer of record shall submit a signed and sealed load rating summary sheet along with load rating calculations when the plan sheets are submitted for the project. <br />
<br />
Occasionally, there may be a project that is designed to allow or require the contractor to use a prefabricated structural systems where the system is determined by the contractor during the bidding process. In this instance, the submittal of load rating calculations may not be possible at the plan submittal stage. When this situation occurs, the plans and specifications shall include a special provision that the manufacture of the structural system must provide the signed and sealed load rating calculations and summary sheet to the engineer of record prior to the product being delivered and accepted at the job site. These load rating calculations shall be reviewed by the engineer of record to ensure that they generally provide the necessary required information. After this review, the engineer of record shall send the load rating calculation to the Structural Services Engineer in the Bridge Division at MoDOT prior to delivery of the product to the job site. The submitted information should include the bridge number, project number, and county or city that is sponsoring the project. <br />
<br />
For the Load Factor (LFD) rating method, the load rating summary sheet shall include load ratings at the inventory and operating level for the HS20 design vehicle. In addition, the summary sheet shall also include load ratings at the posting level for the H20 Legal and 3S2 vehicles, and at the operating level for the MO5 vehicles. Load rating guidance for the LFD method can be found in [[:Category:753 Bridge Inspection Rating|EPG 753 Bridge Inspection Rating]]. An [[media:136.7.4.xls|example summary sheet for the LFD method, Fig. 136.7.4]] is available. <br />
<br />
For the Load and Resistance Factor (LRFR) rating method, the load rating summary sheet shall include inventory and operating design load level rating factors for the HL93 vehicle. In addition, inventory and operating design level load ratings in tons for the HS20 vehicle shall be provided for comparison to the HL93 and rating values in tons for the H20, 3S2, and MO5 vehicles shall be provided for the legal load level. MoDOT guidance for the LRFR rating method is currently under development. Until this guidance is fully developed and published in the EPG, ''The Manual for Bridge Evaluation'' shall be used for determining ratings using the LRFR method. An [[media:136.7.5.xls|example summary sheet for the LRFR method, Fig. 136.7.5]] is available.<br />
<br />
====136.7.2.2.6.5 Cost Estimates====<br />
The engineer of record shall prepare a final cost estimate, engineer’s estimate, for the project as described in [[#136.7.4 Engineer’s Estimate|EPG 136.7.4]]. <br />
<br />
====136.7.2.2.6.6 Structural Job Specifications ====<br />
Specifications and, in some cases, special provisions are required for all LPA projects to ensure that the project is built in accordance with the design of the engineer of record. For information on the specification requirements for LPA projects, see [[#136.7.3 Specifications and Standards|EPG 136.7.3 Specifications and Standards]]. For information on special provisions that may be required on projects involving structures, please see [[#136.7.3.1.2.1.8 Bridge Material Inspection/Acceptance|EPG 136.7.3.1.2.1.8 Bridge Material Inspection/Acceptance]]. <br />
<br />
====136.7.2.2.6.7 Shop Drawings====<br />
Shop drawings which are prepared in conformance with the engineer’s detailed plans and specifications are not typically required to be signed and sealed by a professional engineer. However, this is not applicable for parts of projects where the contractor may be responsible for the design of that element at the shop drawing stage. Some typical examples of elements of a project that would require signed and sealed shop drawings are MSE walls, precast culverts, and prefabricated steel truss systems. <br />
<br />
====136.7.2.2.6.8 Structural Proprietary Items====<br />
A proprietary item is something that is patented or has a trademark name and is manufactured by a specific manufacturer. When the engineer of record desires to use a proprietary item on a bridge or culvert project, they must follow certain rules as discussed below when putting together the plans or specifications for the project. <br />
<br />
The most common type of proprietary product that is used for structures is some type of prefabricated bridge, culvert, or retaining wall system. The use of these types of systems is generally allowed on LPA projects if they meet certain criteria. The plans and specifications should include key parameters to define the scope of the project such as structure and opening size, geometric dimensions, design loading, hydraulic performance needed, and the foundation requirements. The structure system has to be generically referenced in the plan and elevation views on the design drawings and a table must be provided that lists at least three separate manufacturer’s products that are acceptable to use for the project. Additionally, the table must also have “approved alternate” as a fourth option. When the specifications also reference the structural system, they have to be prepared in a similar manner using generic references and providing the list of possible products that can be used. <br />
<br />
The manufacturer of the structural system shall be required to provide design computations and shop drawings for the product that are signed and sealed by a professional engineer for review and approval by the LPA or their engineer of record. When the type of product being used for the project has been determined, approved final plans designating the product that was used must be submitted to the MoDOT district contact person for forwarding to MoDOT Bridge Division for inventory purposes. When the structural system is being used for a highway bridge or culvert, load rating calculations in accordance with [[#136.7.2.2.6.4 Load Ratings|EPG 136.7.2.2.6.4 Load Ratings]] shall be provided. <br />
<br />
The other type of proprietary product that might be used for structures on a project is some type of specialized product that is only available from one manufacturer or some product where there are not at least three viable producers of the product. These types of situations will require that a public interest finding be approved by MoDOT. For guidance when this type of situation occurs, the engineer of record should consult [[#136.7.2.8 Proprietary Items|EPG 136.7.2.8 Proprietary Items]].<br />
<br />
===136.7.2.2.7 Structure Submittal Requirements===<br />
<br />
''' Preliminary Design Stage'''<br />
<br />
The majority of structural projects will not require the submittal of any deliverables at the preliminary design stage. The situations that require some type of submittal are shown in the table below. All deliverables should be submitted through the MoDOT District Contact.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" colspan="5"|Situations Requiring Submittal of Deliverables to MoDOT<br />
|-<br />
!rowspan="2" style="background:#BEBEBE" |Task/Submittal!!rowspan="2" style="background:#BEBEBE" | EPG Article!! style="background:#BEBEBE" rowspan="2"|LPA Responsibility !! colspan="2" style="background:#BEBEBE" |MoDOT<br />
|-<br />
! style="background:#BEBEBE" |Bridge Division Responsibility!! style="background:#BEBEBE" |Process Timeframe<br />
|-<br />
|Design Exceptions for NBI Deficient Items||[[#136.7.2.2.3 Deficiencies for Bridges and Culverts|136.7.2.2.3]]||Send letter requesting approval to leave an NBI deficiency in place. The letter must provide the reasoning or justification for leaving the deficiency in place.|| Review and approval<br>FHWA approval|| 3 weeks<br />
|-<br />
|Design Exceptions for Structure Posting|| [[#136.7.2.2.3 Deficiencies for Bridges and Culverts|136.7.2.2.3]]||Send letter requesting approval to leave a posting in place on a structure. This is only required for structure rehabilitation projects where the existing posting will not be removed with the project.||Review and approval||2 weeks<br />
|-<br />
|Preliminary Design Review||[[#136.7.2.2.5.1 General Guidance|136.7.2.2.5.1]]||Send letter/email requesting feedback. This should only happen when there is a specific question related to the preliminary design of the bridge. General review of the preliminary design of a structure will not be done by MoDOT.||Review and provide answers to questions||2 weeks<br />
|-<br />
|Structures on MoDOT Right of Way||[[#136.7.2.2.5 Preliminary Design|136.7.2.2.2.5]]||Send in preliminary design for review and approval by MoDOT. This is required for any structure that is partially or fully on MoDOT right of way or for structures that will be crossing over MoDOT right of way.||Review and provide any necessary feedback ||2 weeks<br />
|-<br />
|Replacing a Structure only Eligible for Rehabilitation||[[#136.7.2.2.5.2 Structure Replacement versus Rehabilitation|136.7.2.2.5.2]]||Send in letter with supporting documentation requesting approval to replace a bridge that is only eligible for rehabilitation. Supporting documentation must include comparative cost estimates and justification for replacing the structure.||Review and provide response either approving request or limiting federal participation to the rehabilitation cost estimate||2 weeks<br />
|-<br />
|Replacing Low Water Crossing with NBI Length Bridge || |[[#136.7.2.2.5.3 Low Water Crossings|136.7.2.2.5.3]]||Send letter requesting to use HBP funds to replace an existing low water crossing that is not on the NBI.|| Review and approval||2 weeks<br />
|}<br />
<br />
'''Final Design Stage (PS&E)'''<br />
<br />
All federally funded bridge and culvert projects being proposed by an LPA will require the submittal of deliverables at the completion of the final design stage. The table shown below lists the various deliverables that have to be submitted. All deliverables should be submitted through the MoDOT District Contact.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" colspan="5"|PS&E Deliverables Submittal to MoDOT<br />
|-<br />
!rowspan="2" style="background:#BEBEBE" |Task/Submittal!!rowspan="2" style="background:#BEBEBE" | EPG Article!! style="background:#BEBEBE" rowspan="2"|LPA Responsibility !! colspan="2" style="background:#BEBEBE" |MoDOT<br />
|-<br />
! style="background:#BEBEBE" |Bridge Division Responsibility!! style="background:#BEBEBE" |Process Timeframe<br />
|-<br />
|Signed and Sealed Final Plans Including Title Sheet Signed by LPA Officials||[[#136.7.2.2.6.1 General Guidance|136.7.2.2.6.1]]|| Submit when final plans have been completed by the engineer of record indicating that the project is ready to move towards the letting process.||rowspan="5"|Cursory review for general compliance with program requirements.|| rowspan="5"|2 weeks<br />
|-<br />
|SI&A <br>(Required for all NBI Length Structures and for Structures Over MoDOT Roadways)||[[#136.7.2.2.6.3 Structure Inventory and Appraisal Sheet|136.7.2.2.6.3]]||Submit completed SI&A along with the final plans for the project. <br />
|-<br />
|Signed and Sealed Load Rating Calculations<br>(Required for NBI Length Highway Structures)||[[#136.7.2.2.6.4 Load Ratings|136.7.2.2.6.4]]|| Submit load rating calculations along with the final plans for the project. <br />
|-<br />
|Signed and Sealed Specifications and Job Special Provisions||[[#136.7.2.2.6.6 Structural Job Specifications|136.7.2.2.6.6]]||Submit specifications and job special provisions along with final plans for the project. <br />
|-<br />
|Signed and Sealed Cost Estimate for Project||[[#136.7.2.2.6.5 Cost Estimates|136.7.2.2.6.5]]||Send cost estimate along with the final plans for the project. <br />
|}<br />
<br />
'''Acceptance of Prefabricated Structural Systems'''<br />
<br />
For projects using prefabricated structural systems, load rating calculations are typically not available at the final plans submittal stage. Once the contractor has bid the project and selected the structural system to be used, the fabricator of the structural system shall provide load rating calculations for their product to the engineer of record for review and approval prior to the product being delivered to the job site. After reviewing for compliance with program requirements, the engineer of record shall send these load rating calculations to the Structural Services Engineer in Bridge Division at MoDOT.<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
!style="background:#BEBEBE" colspan="5"|Required Deliverable Upon Acceptance of Product at Job Site<br />
|-<br />
!rowspan="2" style="background:#BEBEBE" |Task/Submittal!!rowspan="2" style="background:#BEBEBE" | EPG Article!! style="background:#BEBEBE" rowspan="2"|LPA Responsibility !! colspan="2" style="background:#BEBEBE" |MoDOT<br />
|-<br />
! style="background:#BEBEBE" |Bridge Division Responsibility!! style="background:#BEBEBE" |Process Timeframe<br />
|-<br />
|Signed and Sealed Load Rating Calculations<br>(Required for NBI Length Highway Structures)||[[#136.7.2.2.6.4 Load Ratings|136.7.2.2.6.4]]||The engineer of record is responsible for ensuring that load ratings calculations are provided for prefabricated structural systems and are submitted to MoDOT Bridge Division. The supplier of the system has to provide these calculations to the engineer of record for review and approval prior to the product being delivered to the job site.||Cursory review for general compliance with program requirements.||2 weeks<br />
|}<br />
<br />
==136.7.2.3 Non-Motorized Facilities==<br />
<br />
Safe, convenient and well-designed transportation facilities are essential to encourage bicycle and pedestrian use. Careful consideration for the provision of bicycle facilities on every improvement project should occur during planning and design activities, when specific conditions exist: <br />
<br />
:* The local jurisdiction has a comprehensive bicycle policy in the area of the proposed improvement. <br />
:* There is public support through local planning organizations for the provision of bicycle facilities. <br />
:* There is public support to fund the total cost of the facility (right of way and construction) plus the provision of future maintenance. <br />
:* The local community supports the incorporation of facilities on a particular project. <br />
:* Bicycle traffic generators are located near the proposed project (ie. residential neighborhoods, employment centers, shopping centers, schools, parks, libraries, etc.).<br />
:* There is evidence of bicycle traffic along the proposed project or the local community supports the incorporation of facilities at this time. <br />
:* The route provides access across a natural or man-made barrier (ie. bridges over rivers, roadways, railroads or under access controlled facilities). <br />
<br />
===136.7.2.3.1 Non-Motorized Planning and Design===<br />
The design and installation of specific facilities is decided as the project scope is developed. The decision to provide or not provide a facility on any project should be documented. Dedicated bicycle facilities will not be provided on interstate roadways or located within their rights of way. However, a bicycle facility may be provided along a non-interstate roadway that crosses interstate right of way if it is grade separated from the interstate travelway and the bicycle facility crossing interstate right of way remains the same as the bicycle facility on each approach to the interstate. For instance, if the bicycle facility is a designated bicycle lane on each approach to the interstate, then it should continue as a designated bicycle lane as it crosses the interstate roadway. Where special bicycle accommodation is not provided, bicyclists will use the travel lane. Therefore, probable use of the travel lane by bicyclists will be considered in determining appropriate construction details such as drain grates and expansion joints. Many times bicycle traffic can be accommodated on a proposed improvement simply through the use of a paved shoulder. If this alternative proves unsatisfactory, several other types of facilities can be selected to address the bicyclist’s need. <br />
<br />
===136.7.2.3.2 Non-Motorized Standards===<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="200px" align="right" <br />
|-<br />
|<center>'''Additional Information'''</center><br />
|-<br />
|<center>[https://www.fhwa.dot.gov/environment/bicycle_pedestrian/guidance/design_flexibility.cfm Bicycle and Pedestrian Facility Design Flexibility]</center><br />
|}<br />
<br />
Design guidance on bicycle facilities can be found in [[:Category:641 Bicycle Facilities|EPG 641 Bicycle Facilities]] and in AASHTO publications like the ''2012 Guide for the Development of Bicycle Facilities'' and the DRAFT Guide for the Planning, Design, and Operation of Bicycle Facilities, February 2010. Tables showing the shoulder width needs for bicyclists on various roadway types and speed limits can be found at: www.livablestreetsmissouri.edu in the Missouri Livable Streets Design Guidelines, dated August 2011. Another resource is the FHWA publication ''Selecting Roadway Design Treatments to Accommodate Bicycles (FHWA-RD-92-073)''. <br />
<br />
==136.7.2.4 Americans with Disabilities Act (ADA)==<br />
<br />
===136.7.2.4.1 Introduction===<br />
Safe, convenient and well-designed facilities are essential when pedestrians are in proximity to roadway traffic. The design and installation of pedestrian facilities is to be considered on all projects beginning at the planning stage. The LPA, its consultants and its contractors, shall comply with all laws pertaining to the Americans with Disabilities Act (ADA) during the planning, design and construction of facilities within public rights of way. <br />
The Americans with Disabilities Act requires that all sidewalks, crosswalks, ramps, curb ramps, and other pedestrian features be planned, designed and constructed to current accessibility standards to the maximum extent feasible. The United States Access Board publishes the Standards and Guidelines that have been adopted by the Department of Justice at www.access-board.gov. On and after March 15, 2012, all newly constructed or altered facilities must comply with all of the requirements that are contained in the September, 15, 2010 edition of the ''Americans with Disabilities Act Standards for Accessible Design'' (2010 Standards). <br />
<br />
===136.7.2.4.2 ADA Standards===<br />
Formal Standards for pedestrian facilities within the public right of way are yet to be approved. However, the ''Public Right of Way Access Guidelines'' (PROWAG) November 23, 2005 edition has been adopted as a FHWA Best Practice and may be used as a design guide. The PROWAG document is being reviewed and on July 26, 2011 the United States Access Board published a document titled ''Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way''. This document makes various changes to the 2005 PROWAG and is not yet approved as a guideline. Please refer to the MoDOT EPG document [[642.8 Sidewalk Design Criteria|ADA Resources]] for more information on published standards and guidelines on ADA compliance. <br />
<br />
MoDOT has developed an ADA Post Inspection Checklist which may be used by a LPA for verifying compliance of facilities built to ADA law. The [https://epg.modot.org/forms/CM/ADA_Checklist.pdf ADA Post Inspection Checklist Fig 136.9.4] is intended to be a helpful tool for the contractor to use during the construction of the pedestrian facilities and a basis for the acceptance of completed work. Situations may arise where the checklist may not fully address all requirements needed to construct a facility to the full requirements of current ADA law. In those situations, a solution shall be developed that is compliant with current ADA law using the following hierarchy of resources: the ''2010 ADA Standards for Accessible Design, Draft Public Rights of Way Accessibility Guidelines (PROWAG)'', MoDOT’s EPG, or local ordinances. Another possibility is a solution or design that has been specifically approved by the U. S. Access Board. The ADA Certification [[media:136.9.12.doc|Fig 136.9.12]] must also be filled out and submitted with the PS&E documents.<br />
<br />
===136.7.2.4.3 ADA Inspection===<br />
The LPA shall inspect all work for ADA compliance and the contractor shall complete any necessary adjustments to items deemed non-compliant before making final payment for sidewalk, ramp, curb ramp, median, island, approach work, cross walk striping, APS buttons, pedestrian heads and truncated dome detectible warning systems. It is encouraged that the LPA have its contractor monitor completed sections of the newly constructed pedestrian facilities in an attempt to minimize negative impacts that his equipment, subcontractors or general public may have on completed facilities. Final inspection, approval and acceptance of completed pedestrian facilities will not be made until all other incidental work in the area is completed to the point that future work will not involve moving heavy loads over completed pedestrian facilities. Construction traffic over newly completed sections of pedestrian facilities often adversely affects its ability to meet the stringent tolerances required by ADA.<br />
<br />
===136.7.2.4.4 ADA Work Zones===<br />
<br />
The LPA and the contractor are required to provide an accessible signed detour during the various stages and locations of construction when pedestrian facilities are impacted as described MUTCD Part VI. Prior to construction and/or closure on an existing pedestrian path of travel, the contractor or engineer of record shall develop and submit a detailed plan showing the accessible signed pedestrian detour which will be used during each stage of construction. This plan shall be submitted to the engineer for review and approval at or prior to the pre-construction conference. Appropriate detours for pedestrian facilities that are impacted by construction activities shall be in place so there is no reduction of access during the construction process. See [[#136.7.2.1.4.1 Work Zone Traffic Control|EPG 136.7.2.1.4.1]] for additional information on traffic management plans.<br />
<br />
==136.7.2.5 Railroads==<br />
The railway company must be contacted if the proposed improvements are on or cross railroad right of way. The LPA must contact the affected railway company directly to obtain approval in order to receive construction authorization from MoDOT. Refer to [[643.4 Railroads|EPG 643.4 Railroads]] for information regarding projects on railroad right of way or crossing a railroad.<br />
<br />
==136.7.2.6 Utilities==<br />
<br />
===136.7.2.6.1 Utility Relocations===<br />
Utility relocations and the coordination of those relocations is an important part of most road improvement projects. It is the LPA’s responsibility to inform the utilities of the road improvements and to identify conflicts during the preparation of the design plans. The LPA is encouraged to use the [[media:136.7.8.doc|Fig. 136.7.8, Utilities Scoping Checklist]], to plan for utility relocations.<br />
<br />
The LPA is encouraged to review [https://revisor.mo.gov/main/OneSection.aspx?section=227 RSMo Sections 227.551 to 227.559] (State Highway Utility Relocation Act). The State Highway Utility Relocation Act defines a procedure for the coordination of utility relocations on State Highways and local roads of any home rule city having a population of sixty thousand or more or charter county. Although some of the provisions within the Act, such as the assessment of fines, are limited as outlined above, the general utility coordination process defined in the Act applies to all road projects that require coordination with utilities. The General Utility Coordination Process is outlined below.<br />
<br />
The LPA shall prepare a Utility Status Letter ([[media:136.9.6.doc|Fig. 136.9.6]]) and provide it to MoDOT with the final plans submittal. Projects must be cleared prior to construction obligation and the [http://www.modot.org/business/manuals/LPAContacts.htm MoDOT district contact] must receive the status letter prior to the bid opening date. See [[136.9 Plans, Specs and Estimates (PSE)#136.9.2.3 Utility Status|EPG 136.9.2.3 Utility Status]]<br />
for more information on Utility Status.<br />
<br />
===136.7.2.6.2 Utility General Coordination Process===<br />
'''1. Field Survey '''<br />
<br />
:'''Purpose:''' To identify the existing utility facilities within a road corridor that is planned to be improved. <br />
<br />
:'''Goal:''' To locate existing facilities based on field markings provided by Missouri One Call (1-800-DIG-RITE) and existing utility facilities maps. <br />
<br />
:This is an opportunity for the utilities to provide information on facilities that they seek for the LPA to consider during preparation of the conceptual design plans. <br />
<br />
'''2. Verification of Facilities '''<br />
<br />
:'''Purpose:''' To determine if the utility facilities are shown correctly. The utilities are to review the conceptual design plans to determine if their facilities are properly shown and to provide any additions and/or corrections for any incorrect or missing facilities. Revisions should be drawn to scale or include dimensions. <br />
<br />
:'''Goal:''' To accurately depict the existing utility facilities on the design plans so conflicts with the proposed road improvements can be identified. <br />
<br />
:This is an opportunity for the utilities and LPA to discuss potential conflicts and possible resolutions to avoid or minimize conflicts. This will require that the utility facilities be accurately located and may require field investigations, such as, potholes or other measures should facility maps not match locates provided by Missouri One Call (1-800-DIG-RITE). <br />
<br />
'''3. Preliminary Plan of Adjustment '''<br />
<br />
:'''Purpose:''' To determine the utility relocations necessary and to identify right-of-way and other concerns that could impede the project schedule. The utilities are to review the preliminary design plans to confirm that their facilities are properly shown and to provide a plan that details the required relocations. For more information about Preliminary Plan(s) of Adjustment(s), please review the guidelines attached hereto. <br />
<br />
:'''Goal:''' To define the scope of the utility relocation work. <br />
<br />
:This is another opportunity for the utilities to request for the design plans to be refined to avoid or minimize conflicts; however, the focus of this effort is to define the work required and how it is to be completed. <br />
<br />
'''4. Relocation Plan '''<br />
<br />
:'''Purpose:''' To define how utility relocations are to be phased and coordinated during construction. The utilities are to review the written comments from the LPA on their preliminary plan of adjustments and to incorporate these comments as they prepare a relocation schedule and finalize their Plan(s) of Adjustment(s). For more information about Relocation Plans, please review the guidelines and form attached hereto. <br />
<br />
:'''Goal:''' To define the schedule and dependant tasks needed to complete the utility work. <br />
<br />
:The LPA should assemble the Relocation Plans submitted the utilities into a Master Relocation Plan, which should be included with the Final Design Plans submitted for PS&E approval. The purpose of this Master Relocation Plan is to ensure relocations proposed by the utilities do not conflict with each other. <br />
<br />
===136.7.2.6.3 Utility Relocation Agreements===<br />
Actual Cost Agreements are utilized when certain costs are unknown and the actual amount for the adjustment will be reimbursed. Lump Sum Agreements are used when costs are static and can be determined ahead of time. Provisions for the audit should be stated in the agreement between the utility and LPA. <br />
<br />
All utility adjustments located on MHTC right of way shall conform to the [http://www.sos.mo.gov/adrules/csr/current/7csr/7c10-3.pdf 7CSR10-3] – Utility and Private Line Location and Relocation. The cost of necessary utility relocations for which the LPA is responsible is eligible for federal participation. If the LPA elects to receive federal participation, utility agreements must conform to 23 CFR Section 645A, which is the applicable Federal Regulation regarding utility relocation on federally funded highways. MoDOT can assist the LPA with information about the above regulation. Any utility costs incurred prior to MoDOT authorization of federal utility funds will not be eligible for federal reimbursement. See [[136.3 Federal Aid Basics|EPG 136.3 Federal Aid Basics]] for more funding information.<br />
<br />
Utility relocations that impact MHTC right of way require prior MoDOT approval for the plan(s) of adjustment(s). Each plan of adjustment must be submitted to the district liaison engineer for review and approval prior to final PS&E approval. The utility company will be required to acquire the necessary MoDOT permits prior to any work being performed. <br />
<br />
Some work on projects that affect MoDOT right of way may be in the vicinity of MHTC/MoDOT utility facilities, which include but are not limited to traffic signal cable, highway lighting circuits, ITS cable, cathodic protection electric cable, etc. When this is the case, Missouri One-Call (1-800-DIG-RITE) must be contacted in order to establish the location of the facilities. <br />
<br />
===136.7.2.6.4 Buy America for Utilities===<br />
The FHWA's Buy America policies require a domestic manufacturing process for all steel or iron products that are permanently incorporated in a Federal-Aid Highway construction project, including utility materials. Refer to [[643.2 Local Utility Adjustments - Public and Private#643.2.1.43 Buy America for Utilities|EPG 643.2.1.43 Buy America for Utilities]] for the Buy America (BA) guidelines and BA certification requirements for utility companies in the state of Missouri. <br />
<br />
===136.7.2.6.5 Other Resources===<br />
Local agencies should consult [http://www.fhwa.dot.gov/reports/utilguid/if03014.pdf ''Program Guide – Utility Adjustments and Accommodations on Federal-Aid Highway Projects''], published by FHWA, for assistance regarding utilities within the highway corridor.<br />
<br />
==136.7.2.7 Design Exceptions==<br />
<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:245px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
* [https://epg.modot.org/forms/general_files/BR/131.1_Design_Exception.docx Design Exception Information form]<br />
</div><br />
<br />
The engineer of record is responsible for determining the appropriate design parameters to use for LPA projects and is encouraged to utilize practical design approaches to provide the most economical project that meets the needs of the LPA. As part of this process, deviations from rules, regulations, or design guidelines may provide for the best engineering solution for the project. Whenever this situation is encountered, the engineer of record shall document these deviations and submit a request for a design exception for review and approval by the appropriate people as indicated below. <br />
<br />
'''Deviations from LPA Requirements'''<br />
<br />
When the deviation from normal practice involves a requirement by the LPA, the engineer of record should submit the design exception to the LPA for their review and approval. Once the LPA has reviewed and approved the design exception by signing it, they should return it to the engineer of record for documentation of the deviation in project file. <br />
<div id="Deviations from MoDOT and Federal Requirements"></div><br />
<br />
'''Deviations from MoDOT and Federal Requirements'''<br />
<br />
When the deviation from normal practice involves a state or federal requirement, the engineer of record shall submit the design exception to the LPA for their review and approval. Once the LPA has reviewed and approved the design exception by signing it, they should return it to the engineer of record. For projects on MoDOT’s system, the engineer of record shall submit the approved design exception to the MoDOT District LPA Contact who will route it to the District Engineer for review and approval. After review, approval and signature of the design exception by MoDOT, a copy of the signed design exception form will be returned to the engineer of record by the MoDOT District LPA Contact for the project file. If the project is a federal full oversight project, the design exception will have to be reviewed, approved and signed by FHWA which will be coordinated by MoDOT.<br />
<br />
'''Information Needed for Design Exception Submittal'''<br />
<br />
In order to facilitate the efficient review and approval of design exceptions, the engineer of record needs to provide sufficient information about the item(s) that are deviating from normal requirements. The guidelines shown below should be used when submitting a design exception request.<br />
<br />
:1. Clearly identify the item (i.e. bridge width, lane widths) that is deviating from normal requirements and the origin of this requirement (i.e. state, federal, LPA)<br />
<br />
:2. Provide detailed information on why this requirement should be waived and why it is in the best interest of the public.<br />
<br />
:3. Provide the federal number for the project.<br />
<br />
:4. Identify the MoDOT district and the county in which the project is located along with the LPA that is sponsoring the project.<br />
<br />
:5. Identify all of the federal funding sources for the project (i.e. BRO, BRM, STP, etc.)<br />
<br />
:6. Provide contact information for the engineer of record in case additional discussion is warranted.<br />
<br />
==136.7.2.8 Proprietary Items==<br />
<br />
Any patented material, specification, or process that can only be obtained from one manufacturer is known as a [http://www.fhwa.dot.gov/programadmin/contracts/011106qa.cfm#_Hlk307505978 proprietary item]. These items are generally identified by the use of a trade name. In the interest of promoting competition and allowing for the development of new products, federal funds cannot be used to participate in payment for any proprietary item, except in the following cases: <br />
<br />
:* MoDOT certifies the proprietary item is essential for synchronization with existing highway facilities and that no equally suitable alternative exists (requires approved public interest finding from MoDOT). <br />
<br />
:* The proprietary item is used for research or for a special type of construction on relatively short sections of road (requires approved public interest finding from MoDOT). <br />
<br />
:* Only proprietary items are acceptable, and at least three proprietary items are offered as alternatives (does not require approved public interest finding). <br />
<br />
:* FHWA finds the utilization of the proprietary item is in the public interest. <br />
<br />
Use of the term “or equal” following the name of a proprietary item does not supersede the need to obtain a public interest finding. The public interest finding requirement is only waived when at least three proprietary product names are listed in the proposal as possible alternatives for a specific item. When this is the case, it is recommended to add the term "or equal" in order to promote maximum competition. <br />
<br />
Additionally, the specific characteristics of the proprietary product that is mentioned should be included in the job special provision. Construction personnel can use this information to determine if the substitute product is indeed “or equal”. Examples of specific characteristics are the reflective properties of pavement marking tape, width and length of crashworthy end treatments, signal controller units that are compatible with existing units in the field or other applications in which the district core team can specifically name product characteristics. When requested by a contractor to approve the use of a substitute product based upon the “or equal” provisions contained in the JSP, construction field personnel will coordinate their response to this request with the engineer of record.<br />
<br />
The [https://modotgov.sharepoint.com/sites/DE/proprietary_item_approvals/Forms/ByDistrict_New.aspx?viewid=6f484eb8%2D5b55%2D451c%2Db369%2D31e27c28aa67 Proprietary Item Library] presents approved Proprietary Item Certifications and approved Public Interest Findings. <br />
<br />
For more information on Bridge Proprietary Items see [[#136.7.2.2.6.8 Structural Proprietary Items|EPG 136.7.2.2.6.8]].<br />
<br />
For more information on proprietary items also see [[136.9 Plans, Specs and Estimates (PSE)#136.9.2.6 Proprietary Items|EPG 136.9.2.6]] and [[136.9 Plans, Specs and Estimates (PSE)#136.9.4.1.2.7 Contract Documents Involving Proprietary Products or System|EPG 136.9.4.1.2.7]].<br />
<br />
==136.7.2.9 Public Interest Findings==<br />
In order to demonstrate that the utilization of a proprietary item is in the public interest, the LPA must submit a letter of public interest finding (PIF) to MoDOT for approval. <br />
<br />
To gain approval of a PIF, the letter must include the brand name and manufacturer of the item in question as well as a detailed discussion of the factors that necessitate the item's use (synchronization with existing facilities, no equally suitable alternative is available, substantial cost savings, benefit/cost analysis when more than one proprietary item is available, etc.). This information must be supported by relevant figures and documentation, and will be as complete and detailed as possible. In order to expedite the processing of the request, the bid opening date must be included. A [[media:136.7.2.9 sample letter.docx|sample letter]] for submittal to MoDOT is available.<br />
<br />
==136.7.2.10 Value Engineering==<br />
<br />
FHWA policy requires a Value Engineering study to be conducted on all projects that meet the following criteria:<br />
<br />
:1. Projects on the National Highway System (NHS) receiving Federal assistance with an estimated total cost of $50,000,000 or more;<br />
<br />
:2. Bridge projects on the NHS receiving Federal assistance with an estimated total cost of $40,000,000 or more.<br />
<br />
Please note that projects using a Design/Build delivery method are exempt from these requirements. <br />
<br />
Additional instances which would require a value engineering study are provided by the FHWA. Specific guidance can be found at [http://www.fhwa.dot.gov/ FHWA's website]. Guidance on the [[:Category:130 Value Engineering|MoDOT’s Value Engineering]] process is available.<br />
<br />
=136.7.3 Specifications and Standards=<br />
<br />
==136.7.3.1 Specifications==<br />
Standards, as opposed to policies, are actually legally binding parameters of the contract. For highway construction projects, they generally consist of specifications, standard plans, and job special provisions (JSP).<br />
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The specifications for a construction contract include the requirements contained in the standard specifications and job special provisions written specifically for a contract. The special provisions provide the technical contract requirements applicable to the specific project construction features as well as legal and administrative requirements peculiar to the project.<br />
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===136.7.3.1.1 Standard Specifications ===<br />
The bid proposal must state what standard specifications are in effect. If more than one is referenced, the order of precedence must be stipulated as well.<br />
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''Missouri Standard Specifications for Highway Construction'' shall be used for locally sponsored projects on the state highway system and for all projects with bridge construction. The specs comprising ''Missouri Standard Specifications for Highway Construction'' are [http://www.modot.mo.gov/business/standards_and_specs/highwayspecs.htm available online]. Other standard specifications may be acceptable for use with local federal-aid projects off the state highway system. Should the LPA decide to use standard specifications other than ''Missouri Standard Specifications for Highway Construction''; they must certify that they meet all state and federal laws and regulations. The certification form ([[media:136.9.5.doc|Fig 136.9.5]]) is required to be submitted with the PS&E. The standard specifications shall be signed and sealed by a registered professional engineer. Standard specifications shall not include proprietary items unless they have an approved Public Interest Finding (PIF) See [[#136.7.2.8 Proprietary Items|EPG 136.7.2.8]] for more information on propriety items.<br />
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===136.7.3.1.2 Job Special Provisions===<br />
Project specific specifications should be included in the bid documents. The LPA or engineer of record may wish to include some technical specifications or project specific specifications in addition to the standard specifications. Additionally, there are some required project specific specifications. <br />
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====136.7.3.1.2.1 Required Job Special Provisions==== <br />
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=====136.7.3.1.2.1.1 Traffic Control===== <br />
When a project contains traffic control, a Traffic Control JSP is required. A [https://epg.modot.org/index.php/Job_Special_Provisions sample traffic control plan JSP is available from on MoDOT].<br />
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=====136.7.3.1.2.1.2 Contractor-furnished Borrow Specification=====<br />
When contractor-furnished borrow is required on a project, the contractor must ensure that all environmental requirements have been satisfied for use of the borrow site and Guidelines for Obtaining Environmental Clearance for Project Specific Locations JSP is required. To eliminate possible delays, the LPA shall specify in the engineering services contract that a proposed borrow site be investigated. The project sponsor must provide written certification to the MoDOT district representative, including clearance letters and other evidence of coordination with the appropriate regulatory agencies, that the proposed land disturbance site has been cleared of environmental concerns under all applicable federal and state laws and regulations. <br />
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The [https://epg.modot.org/index.php/Job_Special_Provisions Guidelines for Obtaining Environmental Clearance JSP can be found on MoDOT’s website].<br />
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=====136.7.3.1.2.1.3 Americans with Disabilities Act (ADA) =====<br />
When a project contains any items with ADA components, the [https://epg.modot.org/index.php/Job_Special_Provisions ADA JSP is required and can be obtained from MoDOT].<br />
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=====136.7.3.1.2.1.4 Lump Sum Items=====<br />
When there are lump sum items in the contract, a JSP for each Lump Sum item is required except for items that are covered in the contract specifications. For example, the requirements for mobilization and removal of improvements are included in the [http://www.modot.org/business/standards_and_specs/highwayspecs.htm ''Missouri Standard Specifications for Highway Construction''].<br />
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=====136.7.3.1.2.1.5 Utility Relocation=====<br />
When a project contains any utility relocations and/or adjustments, a Utility JSP is required. A [https://epg.modot.org/index.php/Job_Special_Provisions sample Utility JSP is available from MoDOT].<br />
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=====136.7.3.1.2.1.6 ROW Clearance=====<br />
When right of way is not cleared prior to bid opening, a JSP is required and must explain how this right of way clearance will affect the contractor and when the right of way is expected to be cleared.<br />
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=====136.7.3.1.2.1.7 Railroad=====<br />
When there is a railroad agreement associated with the project and there are issues that the contractor needs to be aware of a JSP is required. If a railroad flagger is required for the project, a JSP is required and it must indicate who is responsible for funding the flagging operation.<br />
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=====136.7.3.1.2.1.8 Bridge Material Inspection/Acceptance=====<br />
The LPA has the option to conduct the inspection at a fabrication shop during the manufacturing of fabricated bridge elements being supplied for the job. When the LPA decides not to inspect at the fabrication shop, the following specifications regarding acceptance of fabricated structural members shall be included (when appropriate) as job special provisions in the specification documents for the two classes of structural members shown below. The [https://epg.modot.org/index.php/Job_Special_Provisions language for these JSPs is available from MoDOT]. <br />
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'''136.7.3.1.2.1.8.1 Acceptance of Precast Concrete Members and Panels '''<br />
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The following procedures have been established for the acceptance of precast concrete girders, slab panels, MSE wall systems, and other structural members. Shop drawings shall be submitted for review and approval to the engineer of record for the local public agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. The LPA or their engineer of record has the option of inspecting the precast units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required. <br />
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* Certified mill test reports, including results of physical tests on the prestressing strands in reinforcing steel, as required. <br />
* Test reports on concrete cylinder breaks.<br />
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The LPA or their engineer of record shall verify and document that the dimensions of the precast units were checked at the jobsite and found to be in compliance with the shop drawings.<br />
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'''136.7.3.1.2.1.8.2 Acceptance of Structural Steel'''<br />
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The following procedures have been established for the acceptance of structural steel. Shop drawings in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.2] shall be submitted for review and approval to the engineer of record for the Local Public Agency (LPA). The approval is expected to cover only the general design features, and in no case shall this approval be considered to cover errors or omissions in the shop drawings. It is recommended that the contract documents contain provisions that the contractor shall utilize a fabricator that meets the appropriate American Institute of Steel Construction (AISC) certification provisions as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.1.6]. Additional information regarding the AISC certification program can be found on [http://www.aisc.org/ the AISC website].<br />
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All welding operations, including material and personnel, shall meet the American Welding Society (AWS) specifications as specified in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.3.4]. The LPA or their engineer of record has the option of inspecting the steel units during fabrication or requiring the fabricator to furnish a certification of contract compliance and substantiating test reports. In addition, the reports shown below shall be required. <br />
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* Certified mill test reports, including results of chemical and physical tests on all structural steel as furnished.<br />
* Non-destructive testing reports.<br />
* Verification of the girder camber, sweep, and other blocking data.<br />
* Verification of coating operations.<br />
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The LPA or their engineer of record shall verify and document that the dimensions of the structural steel units were checked at the jobsite and found to be in compliance with the shop drawings.<br />
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=====136.7.3.1.2.1.9 Alternate or Optional Bidding=====<br />
When a project contains any alternate or optional bidding, a JSP is required. A [https://epg.modot.org/index.php/Job_Special_Provisions sample JSP for Alternate Bidding and a sample JSP for Optional Bidding] are available from MoDOT.<br />
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=====136.7.3.1.2.1.10 Safety Apparel Requirements=====<br />
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|<center>'''Additional Information'''</center><br />
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When a project is on MoDOT’s right of way, the LPA must follow [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=4 MoDOT Standard Specification 107.4].<br />
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The LPA is encouraged to follow MoDOT specifications. However, when a project is not on MoDOT’s right of way, the LPA may follow the minimum requirements, as defined in ANSI/ISEA 107_2004 publication entitled ''American National Standard for High Visibility Safety Apparel and Headwear''. All workers within highway right of way who are exposed to traffic or construction equipment shall wear high visibility safety apparel meeting Class 2 or Class 3 requirements.<br />
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===136.7.3.1.3 Supplemental Revisions Job Special Provision (JSP)===<br />
This special provision contains revisions to the standard specifications that have not been incorporated into the ''Missouri Standard Specifications for Highway Construction'' and/or other required project provisions. This JSP is required in all LPA projects. The [https://epg.modot.org/forms/JSP/JSP1801.docx Supplemental Revisions JSP] can be found on [https://epgtest.modot.org/index.php/Job_Special_Provisions MoDOT's website].<br />
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==136.7.3.2 Standard Plans==<br />
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The bid proposal must state what standard plans are in effect. If more than one is reference, the order of precedence must be stipulated as well. ''Missouri Standard Plans for Highway Construction'' shall be used for locally sponsored projects on the state highway system. Bridge construction details included in local standard plans shall meet MoDOT’s bridge design standards. The standard plans comprising the [http://www.modot.mo.gov/business/standards_and_specs/standardplans.htm ''Missouri Standard Plans for Highway Construction''] are available online. <br />
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Other standard plans may be acceptable for use with local federal-aid projects off the state highway system. Should the LPA decided to use standard plans other than those from ''Missouri Standard Plans for Highway Construction'', they must certify that they meet all state and federal laws and regulations. The certification form ([[media:136.9.5.doc|Fig 136.9.5]]) is required to be submitted with the PS&E. The standard plans shall be signed and sealed by a registered professional engineer. Standard plans should not include proprietary items.<br />
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==136.7.3.3 Hierarchy of Documents==<br />
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In the case of discrepancy among contract documents, the governing ranking will be:<br />
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:1. Job Special Provisions<br />
:2. Project specific plans<br />
:3. Standard Specifications<br />
:4. Standard Plans<br />
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In any case, the hierarchy of documents shall be prescribed in the Bid Proposal.<br />
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=136.7.4 Engineer’s Estimate=<br />
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The engineer of record shall prepare a final cost estimate, engineer’s estimate, for the project prior to bid advertisement. The engineer’s estimate shall include estimated pay item quantities, unit prices, and extended totals for all aspects of the project. Additionally, the engineer’s estimate shall include pay item subtotals for the categories of roadway, bridge, signing/striping/signal, landscaping/streetscaping, bicycle/pedestrian facilities, utilities (if federal participation), and construction engineering (if federal participation). [[media:136.9.11.pdf|Fig 136.9.11]] is an example of an itemized engineer’s estimate. The engineer’s estimate is submitted for MoDOT approval with the PS&E documents as described in [[136.9 Plans, Specs and Estimates (PSE)#136.9.5 Estimate|EPG 136.9.5 Estimate]].<br />
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Non-participating work (work that is not eligible for federal participation) shall be identified in the engineer’s estimate. Any non-reimbursable utility work on the project shall be separated from utility work that is eligible for federal participation. The use of lump sum contracting is not allowed, although some lump some items are allowed within the contract (i.e. mobilization, removal of improvements).<br />
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Construction engineering (CE) costs should be shown on the engineer’s estimate, if federal reimbursement is desired. Federal participation in construction engineering is generally limited to fifteen percent of the federal participating construction costs. However, the LPA may approve request for reimbursement of construction engineering costs in excess of fifteen percent.<br />
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The engineer's estimate shall be treated as a confidential document. Any pre-bid knowledge of the estimate may cause unbalanced bids or provide an advantage to a contractor who has knowledge of the engineer's estimate.<br />
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=136.7.5 Innovative Contracting =<br />
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==136.7.5.1 Additive Alternates==<br />
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LPAs may use a bidding procedure called additive alternates to create a competitive bidding environment and maximize the amount of work awarded within budget. The "add alternates" are items of work that will be added to the "base" contract if the base bid plus the add alternate is within the budget referenced in the contract. When add alternates are used, the contract must clearly define the priority of add alternates which will be considered and indicate that the award will be based on the lowest responsible bid for whichever combination of base bid plus add alternates is awarded. The contract defined budget will be the basis for award of add alternates and the LPA will be required to award the project to the lowest responsive, responsible bidder who can provide the most amount of work (base plus add alternates) within the budget.<br />
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The award of add alternate sections is based on the budget defined in the contract. The budget for add alternates must be specifically included in the Job Special Provisions (JSPs) for the contract. This provides a transparent bidding process for contractors so they know the basis of award. Typically, the budget is based on the programmed budget for the project which is available to bidders for public viewing.<br />
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The determination of add alternate sections is based on the budget. In general add alternates sections should be ten percent of the project budget or a minimum of $50,000. Ideally, the estimated cost for the base section should be slightly below the budget, with no more than two add alternate sections above the budget to allow award of additional work if bids come in significantly lower than the budget. Add alternate sections for paving or sidewalk projects should be setup at logical termini. Add alternate sections for other types of work should include all items necessary to complete the work regardless of the award of other alternates.<br />
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The contract completion date, calendar/working days and liquidated damages for contracts that include “add alternates” should be based on the assumption that all “add alternates” are to be awarded. If it is determined the add alternates significantly impact the completion of work then the calendar/working days and liquidated damages for the base work and each add alternate should be defined separately. A [https://epg.modot.org/forms/JSP/LPA1503.docx sample Additive Alternate JSP can be found on MoDOT’s website].<br />
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==136.7.5.2 Alternate or Optional Bidding==<br />
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Alternate or Optional Bidding is a method used to minimize the overall cost of any federal-aid projects through increased competition. By considering alternate design concepts and construction methods, it allows the greatest number of bidders and lowest possible bid prices.<br />
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Alternate bidding procedures should be used when more than one design alternate is judged equal or better during the development of the project design. Alternate bidding is most effective when there is more than one method or material that can be considered in the construction of the project and the cost can only be determined by competitively bidding the two alternates. The potential for using alternates is normally determined through design studies and value engineering analysis during project development. Examples of common alternate bid items include: drainage items, bridge structures, sound walls and pavement details.The bidding documents and contract plans should clearly indicate the design criteria and the type of alternate designs or contractor options that will be acceptable. The contract must clearly define how alternates or options are to be bid. <br />
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The most common use of alternate bidding is for pavements. Some helpful guidance on alternate and optional pavement design can be found in [[:Category:242 Optional and Alternate Pavement Designs|EPG 242 Optional and Alternate Pavement Designs]]. A [https://epg.modot.org/index.php/Job_Special_Provisions sample Alternate Pavement JSP can be found on MoDOT’s website].<br />
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==136.7.5.3 Incentive/Disincentive Provisions==<br />
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Incentive/Disincentive (I/D) provisions can be used to accelerate the completion of projects. An I/D provision for early completion is defined as a contract provision, which compensates the contractor for each day that identified critical work is completed ahead of schedule and assesses a deduction for each day that completion of the critical work is delayed. A clear distinction should be made between the intent of I/D provisions and the purpose of liquidated damages. This must be clearly written in a JSP. Although they have similar mechanisms, the function of each is different. The primary function of liquidated damages is to recover costs associated with the contractor’s failure to complete the project on time. On the other hand, an I/D provision is intended to motivate the contractor to complete the work on or ahead of schedule without jeopardizing quality of work. The use of I/D provisions is primarily intended for critical projects or milestones where it is essential that traffic inconvenience and delays be held to a minimum. I/D provisions should not be used routinely. The LPA must budget for the maximum incentive possible on the project.<br />
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A discussion of factors to consider when selecting and developing I/D projects is available in [http://www.fhwa.dot.gov/construction/contracts/t508010.cfm FHWA's Incentive/Disincentive Technical Advisory webpage].<br />
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=136.7.6 Public Hearings=<br />
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Public hearings are forums for receiving citizen comments. They are used to furnish the public with general information and to allow the public to express their opinions relating to the proposed improvements. Information related to the impacts of a proposed action can also be gathered. One or more public hearings or opportunity for hearing(s) are required by the [http://www.fhwa.dot.gov/hep/guidance/superseded/23cfr771.cfm 23 CFR Part 771]. The Missouri Highway and Transportation Commission requires location and design public hearings. Public hearings must be held for all projects that meet the following: <br />
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:1. Require the acquisition of significant additional right of way. Narrow strips of right of way frontage or easements will ordinarily not be considered significant; or <br />
:2. Would have a significant adverse effect upon abutting real property; or <br />
:3. Would substantially change the geometry or function of connecting roads or streets; or <br />
:4. Have a significant social, economic, environmental, or other effect; or <br />
:5. Require the construction of a new low water crossing. <br />
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Public hearings must be advertised and structured to ensure opportunities for minority, low-income, and disadvantaged populations to participate. Additional effort may be required by the LPA to identify and contact these populations. Minority and disadvantaged populations are those defined by Title VI and Environmental Justice guidance. Low-income populations are those defined by the census category. These efforts, beyond advertisements in newspapers and media announcements, should be documented for inclusion in environmental documents and for department-wide Title VI and environmental justice compliance. <br />
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==136.7.6.1 Location Public Hearings==<br />
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A [https://epg.modot.org/index.php?title=Category:129_Public_Involvement#129.3_Location_Public_Hearings location public hearing] is generally held for all projects requiring an EIS (Environmental Impact Statement) and is encouraged for most EAs (Environmental Assessment). Projects with an environmental classification of CE (Categorical Exclusion) may require a location public hearing if conditions are similar to those described for design public hearings. It may be acceptable to hold a combined location and design public hearing for CE projects. It should be noted that FHWA can reclassify CE2 projects as either EA or CE; such reclassification will occur before the time of any expected location public hearing. If a CE2 is reclassified as an EA, a location public hearing may be required after FHWA approves the draft EA. A location public hearing may also be required when a CE2 is classified as a CE. <br />
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After the draft environmental documentation is approved by FHWA, MoDOT will notify the LPA that a location public hearing may be held. While tentative arrangements may be made for the location public hearing prior to the document being signed, it is not advisable to firm up the arrangements or advertise for the hearing until AFTER the signature is received. In the case of an EIS project, once the draft EIS is signed a notice of availability (NOA) must be published prior to advertising for the location public hearing. This is done by the EPA once they receive the approved draft EIS in Washington D.C. For a project with an environmental classification of CE, a location public hearing may be held after the conceptual plan is approved. <br />
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A location public hearing is held to provide effective participation by interested persons in discussing specific location features, including the social, economic, environmental and other effects of all the reasonable project alternatives. These hearings afford the LPA an opportunity to receive information from local sources that will be of value in choosing a preferred location. The hearings are not intended to determine location by a majority vote of those persons present. <br />
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The extent of public involvement needed for projects that may involve [https://epg.modot.org/index.php?title=127.10_Section_4%28f%29_Public_Lands#127.10.2.1.1_Section_4.28f.29_Properties Section 4(f)] and [https://epg.modot.org/index.php?title=127.10_Section_4%28f%29_Public_Lands#127.10.2.1.2_Section_6.28f.29_Properties Section 6(f)] lands can vary, depending on the nature of the encroachment. Section 4(f) documents at the programmatic or inapplicability level require minimal public involvement, while projects with greater impact will require more extensive public input. The LPA must coordinate with MoDOT on all projects that involve Section 4(f) and Section 6(f) lands to determine whether a location public hearing is advisable. In all cases, the appropriate agency(ies) must be notified, with the notification issued at the same time as the request for newspaper publication of the notice of public hearing. <br />
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When known, the project’s impacts on historic properties must be identified or discussed at public hearings. Documentation of public input or knowledge regarding these impacts is required. Some information, such as the location of archaeological sites, is considered confidential and is not for public release. This protects the site from looting and the landowner from trespassers. Archaeological site locations are not included in displays for public meetings and public hearings or otherwise disclosed to the general public. It is strongly recommended that inquiries regarding archaeological site locations be forwarded to the manager of the environmental study so that this information can be provided to the project cultural resources representative. <br />
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The LPA must advise all railroads by sending a notice to the railroads' chief engineers when the improvement is within an urban area or affects railroad yards or industrial properties belonging to the railroad. Preliminary layouts through yards or industrial areas should be discussed with the railroads to ensure their current plans are not in conflict with our layouts. <br />
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==136.7.6.2 Design Public Hearings==<br />
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A [https://epg.modot.org/index.php?title=Category:129_Public_Involvement#129.7_Design_Public_Hearings design public hearing], or opportunity afforded for such hearing, is required for <u>all</u> projects regardless of environmental classification which are on new location, require substantial amounts of new right of way, substantially change the layout or functions of connecting roadways or of the facility being improved, have a substantial adverse impact on abutting property, or otherwise have a substantial social, economic, environmental or other effect, or for which FHWA determines that a public hearing is in the public interest. Substantial amounts of right of way and substantial adverse impact on abutting property as used here is defined as follows: total additional right of way and permanent easements greater than or equal to 8 hectares (20 acres) in rural areas or 9,290 square meters (100,000 square feet) in urban areas. All projects that involve Section 4(f) or Section 6(f) lands should be examined to determine if a design public hearing is advisable. The criteria established in this section should be considered a minimum level for which a public hearing is required. Authority to conduct the design public hearing is given with the MoDOT's approval of the preliminary plans. The approved preliminary plan is to be available for public viewing/display during the 21-day advertisement period. <br />
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A hearing should still be considered, even if not "required", if the impact on the traveling public, adjoining property owners and businesses in the area is considered to be significant. A hearing may be desirable to advise local officials, adjacent property owners and other users of the details of the project. A hearing is an opportunity to gain comment from the public concerning the improvement and it allows the LPA an opportunity to outline a proposed solution to an identified transportation need. The desirability, methods of advertising and format for these meetings are left to the discretion of the LPA. A summary of the meeting is submitted to MoDOT. <br />
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At design public hearings, the preliminary plans and other exhibits derived from the location study are displayed. Pertinent information about the location alternatives studied and reasons for selecting the proposed location are discussed. Details of the effect of the proposed design on individual properties are discussed. Information about design alternatives studied is made available.<br />
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==136.7.6.3 Additional Hearings or Meetings==<br />
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Additional hearings or meetings or opportunities for such hearings or meetings may be scheduled when there has been a substantial change in the proposal, substantial unanticipated development in the area affected by the proposal, an unusually long lapse of time (more than 3 years) between the last location public hearing and location approval or design public hearing and design approval and/or identification of significant social, economic or environmental effects not previously considered at earlier hearings. <br />
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==136.7.6.4 Advertisement for Public Hearings==<br />
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Notices concerning public hearings are to be published as a legal notice in a newspaper having general circulation in the vicinity of the proposed project. Additional paid advertisements are encouraged to ensure maximum public input. Additional efforts may be necessary to ensure that minority and disadvantaged populations are aware of the process. Examples of these efforts include house to house contact, bulletins at kiosks, community minority liaison contacts, and notices in newspaper and media outlets, which cater to minority and disadvantaged populations. The notice of public hearing specifies the date, time and place of the hearing and contains a description of the project. If the open-house format is to be utilized, this procedure is explained in the notice. The notice of public hearing specifies that maps, drawings, appropriate environmental documents, other pertinent information developed by the LPA and written views received as a result of the coordination with other agencies or groups, will be available for public inspection. The notice also specifies that this information is available in the appropriate LPA office and at some other convenient location such as a courthouse, city hall or library for public inspection and/or copying. An [https://epg.modot.org/files/4/40/136.7.1_Example_Notice_of_Public_Hearing_%28Fig.7-1%29.DOC example of the proper format for the advertising notice] is available. The notice of public hearing is to be published a minimum of 21 calendar days prior to the date of the hearing. A copy of the notice is to be sent to MoDOT. The approved preliminary plan is to be available for public viewing/display during the 21-day advertisement period.<br />
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In addition to publishing a notice of public hearing, the LPA must submit news releases to the newspaper and electronic media at about the same time as the official notice is to be published and again approximately 5 to 12 calendar days prior to the date of the hearing. The news releases generally contain the same information included in the official notice. If the LPA feels that other methods of advertising a public hearing would help increase public attendance, these options should be explored along with the legal notice and news releases. Options may include direct patron mailings, flyers in public areas, signs erected in the project area or other methods. <br />
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==136.7.6.5 Advertisement for Opportunity for Public Hearings==<br />
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If, in the judgment of the LPA, ample evidence of the desire for a public hearing is not apparent, the LPA may advertise the opportunity for a public hearing. In addition to the information required for the notices and news releases described above, the notice of opportunity for a public hearing includes instructions as to how to request a public hearing. All requests must be in writing and should be acknowledged in writing by the LPA. <br />
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This notice is published as either a paid advertising notice or a legal notice and submitted as a news release. This notice may be advertised on a website <u>in addition to</u>, <u>but not instead of</u> a newspaper. This notice advises the public of a deadline for the request for a public hearing. This deadline for submission of a request is set 21 calendar days after the publication of the notice. The approved preliminary plan is to be available for public viewing/display during the 21-day advertisement period.<br />
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If a request is received, the LPA may contact the individual to discuss their concerns with the project. The person making the request is allowed 14 calendar days to withdraw their request in writing. If a request is made and not withdrawn a public hearing is held. <br />
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If no requests are received by the LPA, the LPA must document the opportunity for public hearing notice and certify that no requests were received. This documentation and certification is forwarded to MoDOT. <br />
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==136.7.6.6 Procedures for Conducting Public Hearings==<br />
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Public hearings are to be held at a place and time generally convenient for persons affected by the proposed undertaking. When selecting the time and location of the meeting, special consideration should be given to making the setting comfortable for all, including minority and disadvantaged populations. The hearing is conducted by the LPA with possible assistance from MoDOT. The hearing location selected should provide adequate accessibility for physically disabled citizens. Accessibility should also be adequate for minority and low-income populations. Special attention should be paid to access from public transportation, the ability to walk to the meeting, and obstacles such as railroad tracks, crossing busy highways, etc. Two types of procedures may be used to conduct public hearings: the traditional formal speaker-audience format or the open-house format. The selection of format is at the discretion of the LPA and should be based on an analysis of the conditions involved, including consideration of minority and low-income populations. The recommended open-house format tends to be comfortable for a wider variety of people. Where there are language barriers, efforts should be made to ensure all voices are heard and all can understand presentations. <br />
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==136.7.6.7 Formal Public Hearings==<br />
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[https://epg.modot.org/index.php?title=Category:129_Public_Involvement#129.11.1_Formal_Public_Hearings Formal public hearings] consist of an opening statement, a period for statements and questions from the public, and a closing statement. Following is a list of actions and statements that should take place at all formal public hearings: <br />
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:1. The public hearing is to be conducted in a business-like manner, and answers to questions are to be as complete and unbiased as possible. <br />
:2. A complete record is made, including names and addresses, for all those in attendance and those speaking. <br />
:3. The opening statement includes an explanation of the purpose and need for the project. Information such as accident data, structural deficiencies, capacity problems, and public requests may be cited as justification for the project. Pertinent information about the location alternatives studied as well as major details of the proposed design are discussed. This information should describe the project's consistency with the goals and objectives of the area. <br />
:4. The following statement is to be made at all hearings: "This project is being processed in accordance with federal rules and regulations. Plans will be subject to review by FHWA. If federal funds are used in right of way acquisition and/or construction, the percentage of federal funds used will be in accordance with current regulations". <br />
:5. The tentative schedule of right of way acquisition and construction is mentioned. It is limited to a statement that as soon as design approval is received, the LPA will proceed with design and right of way acquisition and construction will take place when funds are available. <br />
:6. At any hearing on a project, which will require additional right of way to accommodate the proposed facility, the right of way acquisition process must be discussed. The public must be adequately informed regarding relocation assistance procedures. The LPA must describe assistance and benefits available to those that will be displaced by this project. In addition, it is necessary to discuss the number of individuals, families, businesses, etc. that may be relocated by the project under consideration and if studies indicate adequate replacement housing is available. It is also necessary to state that no one will be displaced from their residence unless an appropriate replacement dwelling is available or provided. <br />
<br />
==136.7.6.8 Formal Location Public Hearings==<br />
<br />
For [https://epg.modot.org/index.php?title=Category:129_Public_Involvement#129.11.1.1_Formal_Location_Public_Hearings formal location public hearings], the following additional actions and statements should take place: <br />
<br />
:1. The public is advised that the public hearing is being recorded and that the transcript will be studied and submitted to MoDOT. <br />
:2. All substantive written views received prior to the location public hearing must be made available to the public as part of the hearing either by display at the hearing, or by reading into the transcript. These letters may be included as part of the environmental document and displayed in that manner. <br />
:3. Provision is made for acceptance of written statements and other exhibits in place of or in addition to oral statements at the time of the location public hearing. A statement is made that any additional pertinent information received within ten working days after the hearing will be made a part of the transcript and substantive comments will be addressed in any final environmental documentation. <br />
:4. The opening statement also includes a brief explanation of the content and availability of the environmental impact statement (EIS) or environmental assessment (EA). For projects with an environmental classification of CE, a statement is made that the proposed improvement is expected to have no significant impact on the environment and hence is categorically excluded from the need to prepare an EIS. For EA and EIS projects, at least two copies of the approved draft environmental document must be available for public review at the hearing. However, to avoid vandalism and looting, the location of archaeological sites should not be disclosed to the public. <br />
:5. Any significant encroachment on flood plains or wetland areas is discussed. <br />
:6. Pertinent information about all of the location alternatives studied is discussed and shown on exhibits. All alternatives carried forward in the draft environmental document as reasonable are to be given equal consideration at the hearing in terms of exhibit presentation and design detail. All alternates considered but dropped from further consideration should have pertinent information regarding this decision available for discussion at the hearing. The approved draft environmental document is also made available. If the draft environmental document indicates a preferred alternative, it should be identified as such at this hearing. <br />
<br />
==136.7.6.9 Formal Design Public Hearings==<br />
<br />
For [https://epg.modot.org/index.php?title=Category:129_Public_Involvement#129.11.1.2_Formal_Design_Public_Hearings formal design public hearings], the following additional actions and statements should take place: <br />
<br />
:1. The public is advised that the public hearing is being recorded and that the transcript will be studied and submitted to MoDOT. <br />
:2. All substantive written views received prior to the design public hearing must be made available to the public as part of the hearing either by display at the hearing, or by reading into the transcript. <br />
:3. Provision is made for acceptance of written statements and other exhibits in place of or in addition to oral statements at the time of the location public hearing. A statement is made that any additional pertinent information received within ten working days after the hearing will be made a part of the transcript, and substantive comments will be addressed. <br />
:4. Preliminary plans and other exhibits derived from the location study are displayed. It is also recommended that the approved final environmental document is made available for public review at the design hearing. <br />
<br />
==136.7.6.10 Open House Public Hearings==<br />
<br />
An [https://epg.modot.org/index.php?title=Category:129_Public_Involvement#129.11.2_Open-House_Public_Hearings open house public hearing] has the same requirements as formal public hearings except that some items are included on an informational handout. The advertising is the same, except all notices and letters describe the format being used with emphasis on the optional hours during which interested persons may attend. Alternate methods of submitting comments also are included in the notice. The normal time for an open house public hearing is a weeknight other than a holiday, Monday through Thursday, from 4:00 p.m. until 7:00 p.m. These hours should accommodate persons wishing to attend during normal working hours and those wishing to attend after normal working hours. The duration of the hearing may be increased as needed if a large turnout is expected. <br />
<br />
The site for open house public hearings is separated into areas for greeting, display and recording comments. This may be done with a large, single room or a group of smaller rooms. One or more greeters stationed at the entrance to the hearing room or rooms ask people upon arrival to fill out an attendance card and direct them to exhibit and comment areas. Each person is given a comment sheet and an informational handout. The handout has all information normally included in the opening statement at a formal hearing. In addition, it may include a location sketch, summary of environmental documents or other detail. Return postage may be included on comment sheets for the benefit of persons desiring to submit written comments by mail. Several sets of exhibits should be available in order to provide visitors ample opportunity to see the information. The exhibits of the project should be of sufficient quality and scale such that property owners can clearly identify their property. It is recommended that a wide corridor is shown at the location public hearing instead of showing specific lines and design features as these are subject to change. Additional exhibits showing traffic, accident, environmental, economic or other data may also be displayed. To avoid the potential for vandalism or looting, the location of archaeological sites should not be disclosed. Exhibits of the NEPA process and project schedule may be shown in a simple format. It may also be advisable to invite other agencies, cities, or counties, to be present or set up displays if they have projects going on in the area for which public questions are anticipated. Right of way personnel are stationed in a separate, clearly labeled area to discuss right of way matters. Another area is provided for submitting written comments. Visitors should be reminded that written comments may be submitted up to 10 working days after the hearing. <br />
<br />
==136.7.6.11 Transcripts==<br />
<br />
The LPA is responsible for the preparation of an [https://epg.modot.org/index.php?title=Category:129_Public_Involvement#129.11.3_Transcripts accurate written transcript of the oral proceedings of each public hearing]. The oral proceedings may be recorded by a tape recorder, a court recorder or any reliable method that will assure a verbatim transcript. Shorthand notes are not considered adequate. Public comments that are expressed at the hearing but are not recorded should also be noted. Two copies of the transcript must be submitted to MoDOT. <br />
<br />
The transcript must contain the following: <br />
<br />
:1. Executive Summary that describes and discusses issues raised at the hearing or during the open comment period. No recommendations are included in this summary. <br />
:2. Project information handout. <br />
:3. Double-spaced transcript of any oral hearing proceedings. <br />
:4. Color location map(s) showing the alternate locations presented (location public hearing only) or the location of the recommended design (design public hearing only). <br />
:5. Data pertinent to statements or exhibits used or filed in connection with the public hearing. <br />
:6. Data pertinent to information made available to the public prior to the public hearing. <br />
:7. Pertinent correspondence. <br />
:8. Copy of all written comments received. <br />
<br />
<br />
<br />
<br />
[[Category:136 Local Public Agency (LPA) Policy|136.07]]</div>Hoskirhttps://epg.modot.org/index.php?title=614.3_Laboratory_Testing_Guidelines_for_Sec_614&diff=58597614.3 Laboratory Testing Guidelines for Sec 6142026-05-06T14:18:09Z<p>Hoskir: updated per RR4181</p>
<hr />
<div>This article establishes procedures for Laboratory testing and reporting samples of grates, bearing plates, bolts, nuts and washers. No Laboratory tests are required for automatic floodgates, manhole frames and covers or curb inlets. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=9 Sec 614] for MoDOT's specifications.<br />
<br />
===614.3.1 Procedure===<br />
Grates and bearing plates shall be tested for weight (mass) of zinc coating according to AASHTO M111. Bolts, nuts and washers shall be tested for weight (mass) of zinc coating according to AASHTO M232. If mechanically galvanized, the coating thickness, adherence and quality requirements shall be in accordance with ASTM B695, Class 55. Refer to [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight of coating.|Field determination of weight of coating]] for additional information concerning the testing of bolts, nuts, and washers for weight (mass) of zinc coating. All test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
<br />
===614.3.2 Sample Record===<br />
The sample record shall be completed in AWP as described in [https://epg.modot.org/forms/CM/AWP_MA_Sample_Record_General.docx AWP MA Sample Record, General] and shall indicate acceptance, qualified acceptance or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.<br />
<br />
<br />
[[Category:614 Drainage Fittings (Grate Inlets)]]</div>Hoskirhttps://epg.modot.org/index.php?title=Category:712_Structural_Steel_Construction&diff=58596Category:712 Structural Steel Construction2026-05-06T14:15:59Z<p>Hoskir: /* 712.2.3.1 High Strength Bolts */ updated per RR4181</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Steel Girder Bridge, Testing, Load Rating'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri97003/RDT99004.pdf Report 1999]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|- <br />
|'''Approved Products'''<br />
|-<br />
|[https://www.modot.org/media/465 Qualified Protective Coatings for Machined Finished Surfaces]<br />
|}<br />
<br />
<br />
==712.1 Construction Inspection for Sec 712==<br />
The important feature of structural steel inspection includes such items as:<br />
:(a) inspection of handling, unloading, storing, and erecting of the various members to make sure they are not subjected to excessive stress<br />
:(b) erection with proper camber, adequately supported<br />
[[image:712.jpg|right|450px]]<br />
:(c) use of the required number of pins and erection bolts to hold all members rigidly in place<br />
:(d) welding or bolting in such a manner that the designed stress and desired appearance is maintained. Any high strength bolts used as temporary erection bolts must be replaced with new permanent bolts.<br />
<br />
Successful structural steel erection work will directly relate to skill of the workmen and thoroughness of the inspector. Welders must be qualified by passing required tests. Even though no tests are required for the bolting crew, the inspector has authority to insist that an experienced crew be used.<br />
<br />
Fabrication Inspection Shipment Releases (FISRs) for structural steel and other metal products on structures such as decorative fences and similar steel fabrications are issued by the Bridge Division Fabrication Section inspector. These FISRs are issued by email to the fabricator and the Resident Engineer. The fabricator shall send these FISRs to the contractor. Refer to [[:Category:1080 Structural Steel Fabrication|EPG 1080 Structural Steel Fabrication]] for more information regarding fabrication inspection shipment releases.<br />
<br />
===712.1.1 Expansion Joints===<br />
Expansion joints include all devices by which expansion due to temperature is dissipated within the joint instead of being transmitted to adjacent elements. Expansion joints will normally be provided for bridge superstructure steel, bridge decks and handrails. For this instruction, joints in floors and handrails will also be considered.<br />
<br />
'''Prior to Setting Expansion Joints:'''<br />
<br />
:Check vertical and horizontal dimensions.<br />
:Check condition of joint upon delivery and provision for storage until installation.<br />
:Check filler material for closed joints.<br />
:Compute temperature correction.<br />
<br />
'''During Construction:'''<br />
<br />
:Set joints according to temperature correction.<br />
:Align finger type joints exactly to ensure free movement without lateral contact.<br />
:If compressible fill material is specified, joints to be filled must be clean and all paint or rust adhering to the structural steel must be removed to obtain necessary adhesion for a waterproof joint. Provide bottom support to prevent it from falling out of the joint, if loosened.<br />
:Where the plans call for sealing of joints with hotpoured rubber-asphalt type compound, special care and equipment are required to obtain a satisfactory job. Heating of joint material must be done in a special double boiler kettle. Temperature of the material should be maintained at or very near that specified by the manufacturer. The joint must be dry and cleaned with air just ahead of the actual pouring operation. The joint should also be poured high to allow for settlement and contraction of joint material as it cools.<br />
:If sleeve type joints are specified, as in handrails, set the inside element symmetrically with outside so that no localized friction will prevent free action of the sleeve.<br />
:No material shall be allowed to enter the joint to prevent its free movement.<br />
After Construction:<br />
:After normal dead load has been taken by all elements of the structure, check freedom of movement.<br />
:Check final position of joint against computed position for the current temperature.<br />
:Remove any foreign material which may have entered the joint during construction.<br />
<br />
===712.1.2 Expansion And Contraction Computations===<br />
Expansion joints at ends of continuous units should be set carefully for elevation and opening, as well as checking the meshing of fingers in finger joints. Joint openings are given on bridge plans for a specified temperature, usually 60&deg; F. Should the joint be set at a temperature other than specified, the opening must be adjusted. The coefficient of expansion of steel is 0.0000065 per degree F. Suppose for instance, that a joint opening is given as 1-1/8 in. at 60&deg; F and the sum of the distances each side of the joint to the adjacent fixed shoes in the bridge is 165 ft. Assume temperature of the structural steel to be 95&deg; F when this joint is set. The correction is found by multiplying the difference in degrees coefficient of expansion of steel; that is:<br />
<br />
:(95&deg; - 65&deg;) x 165 ft. x 0.0000065 per degree<br />
:= 35 x 165 x 0.0000065<br />
:= 7/16 in.<br />
<br />
Since the temperature when setting the joint was greater than 60&deg; F, at which the joint was<br />
computed, the correction of 7/16 in. should be deducted if the joint is to give 1-1/8 in. opening at 60&deg;. The opening at which the joint should be set at 95&deg; would be 1-1/8 in. less 7/16 in. or 11/16 in. Likewise if the temperature at which the joint is set should be lower than that given on the plans, the correction should be added to the joint opening to give the required opening at plan temperature. Both sides of each joint should be set in place and checked for alignment and fit before any permanent connections are made to either side to ensure: (1) smooth riding surface, (2) proper depth of concrete slab, and (3) a joint which will operate correctly with expansion and contraction movements of the bridge.<br />
<br />
For bearing devices, specified temperatures will be used as the basic temperature on which to base an allowance for expansion or contraction. Rockers and rollers should be vertical and masonry plates in a neutral position for full dead load at this specified temperature. The masonry plates shall be placed in this position for all degrees of temperature but the rockers shall be tipped in the proper direction and the rollers placed in the required position to compensate for the amount of expansion or contraction of steel at the time they are placed.<br />
<br />
===712.1.3 Bearings===<br />
Bearings are devices for transferring superstructure loads to bridge seats. They include masonry bearing plates, elastomeric pads, shoes, rockers, rollers, and combinations of them some of which may be teflon coated. Anchors are the means of preventing movement of bearing devices on bridge seats and include anchor bolts, bars, or structural shapes. Earthquake retainers are provided on some bridges to prevent the bearing devices from moving off the bearing area.<br />
<br />
'''Prior to setting of Bearings or Anchorage:'''<br />
:Check vertical and horizontal dimensions.<br />
:Check condition of bearing upon delivery and provisions for storage until installation.<br />
:Inspect bridge seats to ensure that they are finished to receive bearings.<br />
:If anchorages have been cast in place during construction of bridge seat, check for accuracy.<br />
:Compute temperature correction.<br />
<br />
'''During Construction:'''<br />
:Anchor bolt wells which are formed will be detailed on the bridge plans typically. Holes for anchor bolts may be drilled as a contractor option and will be noted on the plans typically. Either wells or holes must be kept free of water in freezing weather. <br />
:Position of anchor bolts with respect to expansion bearing details shall correspond with the position indicated for the temperature at time of erection.<br />
:Formed wells or drilled or formed holes will be backfilled after anchors are set with non-shrink grout completely filling the space in the hole.<br />
:Correct any irregularities in bearing plate areas of bridge seat.<br />
:Set bearing plates in exact position with full uniform bearing on contact surface.<br />
:Unless otherwise specified, contact surfaces shall be painted in accordance with the specifications. Compressed rubber and fabric pads shall be placed under the bearing plates as shown on the plans.<br />
:Rocker or roller, if used, shall be set in the position dictated by temperatures at time of setting.<br />
:Where expansion bearings include sliding plates of different coefficients of friction, care must be taken not to reverse the position of the two plates with respect to each other and to the bridge seat.<br />
<br />
===712.1.4 Welding===<br />
====712.1.4.1 Field Welding====<br />
{|style="padding: 0.3em; margin-right:20px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="right" <br />
|-<br />
|[[media:712.1.4 welding safety tips.pdf|<center>'''Welding Safety Tips'''</center>]]<br />
|}<br />
<br />
=====712.1.4.1.1 Field Welder Cards=====<br />
Specifications require that field welders shall be certified by an established facility with an accredited American Welding Society (AWS) certification program defined in the current AWS Standard QC4. Welders shall be certified per the current QC7 Standard for AWS Certified Welders. The code of acceptance shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.3.4 Applicable Codes]. Welders who have successfully completed the certification program will be issued an AWS Welder Card. AWS also has an agreement with the Ironworkers Union that allows them to be accredited test facilities for Ironworkers Union members that meet the same requirements of QC4 and QC7. A copy of the AWS Welder card and the Ironworkers Union card are shown: <br />
[[image:712.1.4.1.1.jpg|center|875px]]<br />
<br />
The AWS website has a link that provides guidance on interpreting the information that is shown on the back of the cards furnished by both AWS and the Ironworkers Union. A [https://www.aws.org/certification/onlinecertificationverification link to the AWS website that provides both locations of accredited test facilities (ATF) and interpretation of the welder card information] is available.<br />
<br />
AWS certification shall be considered in effect indefinitely provided that the welder remains active in the process that they are qualified for without an interruption greater than six months and there is no specific reason to question the welder’s ability to produce quality welds. Certification maintenance is the responsibility of the welder and shall be presented to the engineer upon request. The welder shall present a copy of their AWS or Ironworkers Union card to the engineer prior to welding. Welders that have tested within six months of welding on a project may have a temporary certification letter provided by the test facility that may be used while the card is being produced. Certification maintenance shall be in accordance with AWS QC7 and the supplement QC7G. Questions regarding the validity of temporary cards may be directed to the Construction and Materials Division.<br />
<br />
If the engineer has reason to question the ability of the welder, a retest should be requested. Retests shall be conducted by an AWS accredited test facility.<br />
<br />
=====712.1.4.1.2 Field Welding Minimum Certifications=====<br />
<br />
For inspection purposes some of the specific types of work and the minimum required position certification are as shown in the following table: <br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="350" style="background:#BEBEBE" |Type of Work!! style="background:#BEBEBE" |Required Position Certification<br />
|-<br />
|Steel Pile Splices (HP & Shell Piles) ||2G<br />
|-<br />
|Steel Pile Points (HP & Shell Piles)|| 2G<br />
|-<br />
|Stay-in-Place Form Support Angles ||None<br />
|-<br />
|Girder/Beam Flanges to Bearing Plates|| 2G<br />
|-<br />
|Stiffeners ||3G<br />
|-<br />
|Anything else not listed ||3G unless otherwise specified by the Engineer.<br />
|}<br />
</center><br />
A welder qualified for one position also qualifies for performing other welds as shown in the following table: <br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="350" style="background:#BEBEBE" |Certified Position!! style="background:#BEBEBE" |Qualified to Perform<br />
|-<br />
|1G|| 1F, 2F, 1G<br />
|-<br />
|2G|| 1F, 2F, 1G, 2G<br />
|-<br />
|3G|| 1F, 2F, 3F, 1G, 2G, 3G<br />
|-<br />
|4G|| 1F, 2F, 4F, 1G, 4G<br />
|-<br />
|3G & 4G|| All Groove and Fillet Positions<br />
|-<br />
|1F|| 1F<br />
|-<br />
|2F|| 1F, 2F<br />
|-<br />
|3F|| 1F, 2F, 3F<br />
|-<br />
|4F|| 1F, 2F, 4F<br />
|-<br />
|3F & 4F|| All Fillet Positions<br />
|-<br />
|align="left" colspan="2"|KEY: 1=flat, 2=horizontal, 3=vertical, 4=overhead, G=groove, F=fillet<br />
|}<br />
</center><br />
Examples of the weld positions for groove welds and fillet welds are as follows:<br />
<br />
[[image:712.1.4.1.2.jpg|center|900px]]<br />
<br />
In most cases, a welder may elect to take one of two test plate thicknesses. A limited thickness test will be taken on a 3/8 in. test plate. This will qualify a welder for groove welds of a maximum plate thickness of 3/4 in. and fillet welds on plates of unlimited thickness. An unlimited thickness test will be taken on a 1 in. thick plate and qualifies the welder for unlimited plate thickness for both groove welds and fillet welds. The welder’s card that is to be presented at the job site will show both the test plate thickness as well as the plate thickness limitations. <br />
<br />
=====712.1.4.1.3 Shear Connector Welding=====<br />
<br />
Current practices by the contractor may utilize the installation of shear connectors by field personnel. Most shear connector welding is completed by an automated welding process. AWS does not have a qualification procedure established in QC7. Instead, welders shall be qualified in accordance with 2002 AWS Bridge Welding Code D1.5 Clause 7.7 by MoDOT field personnel. Shear connector welders shall be qualified by conducting a preproduction test. This test involves the welder welding two shear connectors to a test plate or to the production plate. The test specimens shall be visually inspected to ensure a full 360° weld. After the welds have cooled, the shear connectors shall then be bent to an angle of approximately 30° from the original axis by either striking with a hammer or placing a pipe over the shear connector and then bending. If the shear connector does not exhibit a complete weld or a failure occurs in the weld of either shear connector, the welder shall adjust the automatic welding machine and retest on a separate weld test plate. The welder may not retest on the actual production plate. <br />
<br />
Before shear connector production welding in the field begins with a particular welder set-up, a specific shear connector size or type, and at the beginning of production for a particular shift or day, a preproduction test shall be conducted. The preproduction test shall be conducted on the first two shear connectors welded to the production plate or may be conducted on a separate test plate of the same thickness (+/- 25%). The acceptance method is the same as given earlier for the welder test. <br />
<br />
Once shear connector production welding has commenced, any welds that do not exhibit the full 360° weld may be repaired using a 5/16 in. fillet weld for shear connector diameters up to one inch and 3/8 in. for diameters greater than one inch. The repair weld shall extend 3/8 in. beyond the end of the area to be repaired.<br />
<br />
Additional verification of shear connector welds in the field will be performed by sounding a random 25% of the shear connectors on the girder/beam with a sledge hammer. The field inspector will also sound 25 percent of the shear connectors used on expansion device(s) whether shop or field installed. A sharp ping sound is heard on a good weld. A thud sound will occur if the weld is possibly not sufficient and a bent test needs to be performed on this shear connector. A random 5% of all shear connectors will be bent to an approximately 30° from the original axes to verify the integrity and welding of the shear connector. If a failed weld is discovered, all adjacent connectors shall be tested. Particular emphasis on testing shall be at the start-up of the welding operation. Once an acceptable welding process is established, any weld failures should be rare. For a large bridge with many shear connectors, the 5% testing rate may be decreased at the engineer’s discretion. Any failed welds shall be ground off, base metal pull outs repaired by approved weld procedures, weld surface ground flush and a replacement shear stud installed.<br />
<br />
On a re-deck project, some shear connectors may be bent from the deck removal or from the original construction testing. These shear connectors do not have to be replaced or straightened. Shear connectors on new or re-deck projects may also need to be field bent to accommodate expansion joints, rebar conflicts or other construction needs. If a shear connector is severely bent where concrete coverage is compromised, the shear connector shall be removed and replaced.<br />
<br />
[[image:712.1.4.1.3.jpg|center|600px]]<br />
<br />
=====712.1.4.1.4 Acceptable Field Welding Processes=====<br />
All field welding using flux cored arc welding (FCAW) shall require welding procedures be submitted to the Bridge Division ([mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]) for acceptance prior to any welding on any bridge. All field welding using shielded metal arc welding (SMAW or commonly known as stick welding) shall require welding procedures be submitted to Bridge Division ([mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]) for acceptance prior to any welding on major bridges (total length ≥ 1000 feet), bridges with structural steel with f<sub>y</sub> ≥ 70,000 psi (f<sub>s</sub> ≥ 38,000 psi), truss bridges, bridges with 2 girder systems and bridges containing fracture critical members (FCM). All other locations with SMAW, the contractor shall have field welding procedures on file prior to welding and available at the engineer’s request. <br />
<br />
MoDOT permits only two specific welding processes for field welding on steel bridges. These processes are SMAW and FCAW. The preferred method for field welding is SMAW. SMAW on structural steel (f<sub>y</sub> < 69,000 psi, f<sub>s</sub> < 37,000 psi) that will be coated are to be welded with E7018, low hydrogen electrodes. SMAW on uncoated (weathering) structural steel (f<sub>y</sub> < 69,000 psi, f<sub>s</sub> < 37,000 psi) are to be welded with E8018, low hydrogen weathering steel electrodes. Welding on structural steel with f<sub>y</sub> ≥ 70,000 psi (f<sub>s</sub> ≥ 38,000 psi) and fracture critical members (FCM) are to be determined by weld procedures which shall be submitted to the Bridge Division ([mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]). FCAW always require welding procedures be submitted to Bridge Division since the welding code requires procedure qualification record (PQR) for the welding procedures. FCAW on structural steel is preferred to be completed with a self-shielded process where no shielding gas is used. This will be noted on the welder’s card as FCAW-S. Gas shielding for FCAW is discouraged due to the additional requirements to provide protection of the weld area from gas dispersion caused by the wind but FCAW can be used provided the weld area is shielded properly from wind. <br />
<br />
Welding of aluminum products in the field may be completed using gas metal arc welding (GMAW or commonly known as MIG welding) or with SMAW with special aluminum electrodes. Like FCAW welding using gas shielding, the weld area must be protected to prevent shielding gas dispersion when welding with GMAW. GMAW is the preferred method of welding aluminum by AWS. However, SMAW may be used provided that special care is taken during welding to control the welding parameters and that all welding slag is removed.<br />
<br />
====712.1.4.2 Shop Welding====<br />
Fabrication shops shall qualify welders in accordance with the governing welding code for the specific process as required in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1080.3.3.4]. It is the responsibility of the fabrication shop’s quality control personnel to ensure that the welder’s test documentation and period of effectiveness are documented and maintained.<br />
<br />
===712.1.5 High Strength Bolts (Sec 712.7)===<br />
Bolts, nuts, and washers must meet applicable requirements of AASHTO as noted in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.2]. ASTM F3125 Grade A325 bolts shall be used on bridge connections unless other types of bolts are specified in the contract. To facilitate easy identification of high strength bolts, the following figure shows some of the typical bolt markings required by the ASTM specification.<br />
<br />
<center><br />
{| class="wikitable" style="text-align: center; background: #FFFFFF;"<br />
|+ <br />
! Bolt !! Type 1 Plain !! Type 1 Galvanized !! Type 3 (Weathering)<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A325''' || [[image:712.1.5 A325.jpg|70px]]<br>Three radial lines 120°<br>Apart are optional || [[image:712.1.5 A325.jpg|70px]] || [[image:712.1.5 A325 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade 144''' || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144_line.png|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A490''' || [[image:712.1.5 A490.jpg|70px]] || n/a || [[image:712.1.5 A490 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3148 Grade 144''' || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144_line.png|80px]]<br />
|}<br />
{| class="wikitable" style="text-align: center; background: #FFFFFF;"<br />
|+ <br />
! Nuts !! Type 1 Plain !! Type 1 Galvanized !! Type 3 (Weathering)<br />
|-<br />
| style="background: #f8f8f8;" rowspan="4" | '''ASTM A563''' || [[image:712.1.5_XYZ.jpg|70px]]<br/>Arcs Indicate<br>Grade C<br>(Grade A325 bolt) || n/a || [[image:712.1.5_XYZ3.jpg|70px]]<br/>Arcs with "3"<br> Indicate Grade C3<br>(Grade A325 bolt)<br />
|-<br />
| [[image:712.1.5_XYZD.jpg|70px]]<br>Grade D<br>(Grade A325 bolt) || n/a || n/a<br />
|-<br />
| [[image:712.1.5_XYZDH.jpg|75px]]<br>Grade DH<br>Grade A325,<br>(Grade 144 or,<br>Grade A490 bolt) || [[image:712.1.5_XYZDH.jpg|75px]][[image:712.1.5_XYZDH3.jpg|75px]]<br>Grade DH or DH3<br>(Grade A325 or<br>Grade 144 bolt) || [[image:712.1.5_XYZDH3.jpg|75px]]<br>Grade DH3<br>(Grade A325,<br>Garade 144 and<br>Grade A490 bolt)<br />
|}<br />
{|<br />
| (Reprinted and modified from 2020 Research Council on Structural Connections (RCSC) Figure C-2.1).<br />
|-<br />
| Note: XYZ represents the manufacturer’s identification mark.<br />
|}<br />
</center> <br />
<br />
Bolts tightened by the calibrated wrench or turn-of-nut method should be checked following the procedures outlined in the Standard Specifications. <br />
<br />
The sides of bolt heads and nuts tightened with an impact wrench will appear slightly peened. This will indicate that the wrench has been applied to the fastener. <br />
<br />
====712.1.5.1 Bolted Parts ====<br />
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712.7.1] covers cleaning of parts to be bolted. Bolts, nuts, and washers will normally be received with a light residual coating of lubricant. This coating is not considered detrimental to friction type connections and need not be removed. If bolts are received with a heavy coating of preservative, it must be removed. A light residual coating of lubricant may be applied or allowed to remain in the bolt threads, but not to such an extent as to run down between the washer and bolted parts and into the interfaces between parts being assembled. <br />
<br />
====712.1.5.2 Bolt Tension====<br />
A washer is required under nut or bolt head, whichever is turned in tightening, to prevent galling between nut or bolt head and the surface against which the head or nut would turn in tightening, and to minimize irregularities in the torque-tension ratio where bolts are tightened by calibrated wrench method. Washers are also required under finished nuts and the heads of regular semi-finished hexagon bolts against the possibility of some reduction in bearing area due to field reaming. When oversized holes are used as permitted by the contract, a washer shall be placed under both the bolt head and the nut. Washers are not required under the round head of ASTM F3148 Grade 144 TNA fixed spline bolts.<br />
<br />
Standard Specifications require that bolt torque and impact wrenches be calibrated by means of a device capable of measuring actual tension produced by a given wrench effort applied to a representative sample. Current specifications require power wrenches to be set to induce a bolt tension 5 percent to 10 percent in excess of specified values but the Special Provisions for the project should be checked for a possible revision to this requirement. <br />
<br />
The contractor is required to furnish a device capable of indicating actual bolt tension for the calibration of wrenches or load indicating device. A certification indicating recent calibration of the device should accompany it. It is recommended that the certification of calibration be within the past year but if the device is being used with satisfactory results, the period may be extended. More frequent calibration may be necessary if the device receives heavy use over an extended period. <br />
<br />
The contractor shall use one of the tightening methods as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 712.7] or as directed by the engineer or contract documents. ASTM F3148 Grade 144 TNA fixed spline bolts shall use combined method for tightening bolts as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 712.7]. The sides of bolt heads or nuts tightened with an impact wrench will appear slightly peened. This will usually indicate that the wrench has been applied to the fastener. If the wrench damages the galvanized coating, the contractor shall repair the coating by an acceptable method.<br />
<br />
====712.1.5.3 Rotational-Capacity Testing and Installation of Type 3 Bolts====<br />
Type 3 (weathering steel) bolts behave quite differently than the galvanized bolts used in most MoDOT structures and require additional care to test and install properly. <br />
<br />
The contractor '''must''' keep bolts stored in sealed kegs out of the elements until ready for use. Storage in a warehouse, shed, shipping container or other weatherproof building is best. The lubricant used on Type 3 bolts dissipates quickly, allowing rust to begin. Kegs should not be opened until absolutely necessary and promptly resealed whenever work stops.<br />
<br />
If bolts fail the rotational-capacity test, preinstallation tension test or fails in torsion during installation, insufficient lubrication is the most likely cause. Relubrication of Grade A325 bolts is allowed. Several different waxes and lubricants are suggested by FHWA, including Castrol 140 Stick Wax (which has been successfully field tested by MoDOT), Castrol Safety-Film 639, MacDermid Torque’N Tension Control Fluid, beeswax, etc. Relubrication shall be performed by or at the direction of the manufacturer for ASTM F3148 Grade 144 bolts and ASTM F3125 Grade 144 bolts, Grade F1852 (A325TC) and F2280 (A490TC) twist-off tension control bolts.<br />
<br />
Galling of the washer may occur, especially with longer bolts. This can be reduced by lubricating the contact area of the bolt face at the washer with an approved lubricant. If this face is lubricated for testing, it must also be lubricated during bolt installation. <br />
<br />
Failure of the bolts due to galling of the washer can also be prevented by turning the nut in one continuous motion during testing. For larger diameter bolts, this can be a problem. Torque multipliers amplify this effect. If many larger diameter bolts will be tested, ask the contractor to purchase an electric gear reduction wrench with reaction arm. The Skidmore will need to have a reaction kit installed. This wrench will produce better results and save time spent performing tests (and, therefore, lower costs).<br />
<br />
For long bolts, (L>8d), use proper spacer bushings on the back of the Skidmore to avoid excessive use of spacers between the washer and front plate of the Skidmore. Stacking spacers can cause bending of long bolts, which will cause inaccurate results, false failures and potential damage to the Skidmore. Consult the Skidmore user manual for maximum allowable spacer lengths.<br />
<br />
====712.1.5.4 Bolt Testing and Verification====<br />
Bridges are designed so that many of the steel-to-steel connections that are made in the field are slip-critical connections. Slip-critical means that once the bolt is tightened, the bolt and the pieces of steel (or plies) will not move. It relies on the bolt to clamp down on the steel and create so much force between the steel plates that they will not move at all. Should they slip and move it would be a critical issue for the bridge.<br />
<br />
When it comes to bolt design, the bolt is being tensioned in order to establish the clamping force needed. The tightening of the nut on the bolt is what produces the needed tension. Bridge Designers will design each of these joints based on established minimums for each bolt size. So, for example, a Bridge Designer will assume that an ASTM F3125 Grade A325 7/8” diameter bolt will be able to supply 39,000 pounds of clamping force. This means that the contractor in the field must ensure that they are tightening each bolt to this tension. <br />
<br />
In order to verify that the bolts are installed correctly in the field, it is essential that contractors and inspectors understand the requirements of bolted connections, and the specifications that govern them. For this work, [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 712 Structural Steel Connection and Sec 1080 Structural Steel Fabrication] will primarily be consulted. <br />
<br />
The general steps are:<br />
:[[#712.1.5.4.1 Step 1, Determine Bolt Type|Step 1, Determine Bolt Type]]<br />
:[[#712.1.5.4.2 Step 2, Inspection Type Selection|Step 2, Inspection Type Selection]]<br />
:[[#712.1.5.4.3 Step 3, Rotational Capacity|Step 3, Rotational Capacity Test]]<br />
:[[#712.1.5.4.4 Step 4, Installation|Step 4, Installation]]<br />
:[[#712.1.5.4.5 Step 5, Bolt Verification|Step 5, Bolt Verification]]<br />
<br />
=====712.1.5.4.1 Step 1, Determine Bolt Type=====<br />
The first step is to review the contractor’s submittals to see what kind of bolts they will be using. You can also look at the bolts in the field to check for the bolt type. Table 712.1.5.4.1 shows what is on the hex head of the bolt, and how the markings can show what type of bolt it is.<br />
<br />
<center><br />
{| class="wikitable" style="text-align: center; background: #FFFFFF;"<br />
|+ '''Table 712.1.5.4.1'''<br />
! Bolt !! Type 1 Plain !! Type 1 Galvanized !! Type 3 (Weathering)<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A325''' || [[image:712.1.5 A325.jpg|70px]]<br>Three radial lines 120°<br>Apart are optional || [[image:712.1.5 A325.jpg|70px]] || [[image:712.1.5 A325 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade 144''' || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144_line.png|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A490''' || [[image:712.1.5 A490.jpg|70px]] || n/a || [[image:712.1.5 A490 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3148 Grade 144''' || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144_line.png|80px]]<br />
|}<br />
</center><br />
<br />
Below is a reproduction of ASTM F3125 Section 9 and ASTM F3148 Section 8 that governs the testing requirements for these types of high-strength bolts. The text shown is a portion of the test method that deals with lot control and mimics the numbering used in both specifications (e.g., 8.1 = 1, 8.1.1 = 1.1, etc.). It is an expectation of the standard that not only are all high-strength bolts produced meeting the material properties specified, but the manufacturer also must produce these bolts with a specific tracking procedure that reduces groups of bolts into lots. The lots are a set of bolts that are represented by material tests to prove they meet requirements. Each of these sets of bolts are tracked with test reports tied to lot identification numbers. Not only are the bolts produced this way, but also all the nuts and washers have specific lots assigned. When a bolt, nut, and washer are put together and sold together, they are referred to as an assembly, and these assemblies are further tracked by assembly lots. Once one piece of the assembly changes, the properties or behavior of the bolt could potentially have been changed.<br />
<br />
: '''Testing and Lot Control'''<br />
: 1. Testing Responsibility:<br />
: 1.1 Each lot shall be tested by the responsible party prior to shipment in accordance with the lot control and identification quality assurance plan in 2 through 5.<br />
: 4. A lot shall be a quantity of uniquely identified bolts of the same nominal size and length produced consecutively at the initial operation from a single mill heat of material and processed at one time, by the same process, in the same manner so that statistical sampling is valid.<br />
: 5. Fastener tension testing and rotational capacity testing require that the responsible party maintain assembly lot traceability. A unique assembly lot number shall be created for each change in assembly component lot number, such as nuts or washers.<br />
<br />
{| <br />
|-<br />
| colspan="3" | Figure 712.1.5.4.1.1, 712.1.5.4.1.2 and 712.1.5.4.1.3 show different types of bolt heads. Figure 712.1.5.4.1.4 shows a copy of a common certified material test report that provides testing verification of the bolts. Figure 712.1.5.4.1.5 shows a copy of a common Test Report for a Torque and Angle (TNA) fixed spline bolt assembly.<br />
|-<br />
| [[image:712.1.5.4.1.1.jpg|center|300px|thumb|<center>'''Figure 712.1.5.4.1.1, A325/144/A490 will be stamped on the head of the bolt.'''</center>]] ||[[image:712.1.5.4.1.2.jpg|center|300px|thumb|<center>'''Figure 712.1.5.4.1.2, A325TC/A490TC Twist-off Tension Control Bolt</center><br>These bolts will follow requirements of ASTM Grade F1852 (A325TC) or Grade 2280 (A490TC).''']] || [[image:712.1.5.4.1-3.jpg|center|300px|thumb|<center>'''Figure 712.1.5.4.1.3, 144 TNA Fixed Spline Bolt</center><br>These fixed spline bolts will follow the requirements of ASTM F3148 Grade 144 with TNA (Torque & Angle) listed on the bolt head.'''<br />
]]<br />
|-<br />
| colspan="3" | [[image:712.1.5.4.1.3.jpg|center|750px|thumb|'''<center>Figure 712.1.5.4.1.4, Copy of a Common Certified Material Test Report</center>''']]<br />
|-<br />
| colspan="3" | [[image:712.1.5.4.1.5.jpg|center|750px|thumb|'''<center>Figure 712.1.5.4.1.5, Copy of Test Report for TNA Fixed Spline Structural Bolting Assembly</center>''']]<br />
|}<br />
<br />
=====712.1.5.4.2 Step 2, Inspection Type Selection=====<br />
The second step is to determine the inspection type. The information below shows how to proceed once it is determined what type of bolt is being used in the field. The bolt type and verification method available will dictate the options and the requirements needed to follow for inspection in the field. <br />
<br />
Prior to going into the field, determine the bolt type and the inspection method that will be used. This will allow you to know the equipment needed and discuss test procedures with the contractor. For some test methods, the contractor will provide the calibrated equipment to check the bolts.<br />
<br />
======712.1.5.4.2.1 Bolt Type======<br />
The first step is to find out what type of bolt you are using in the field. The bolt type will dictate how much information is needed for the Rotational Capacity Testing.<br />
<br />
======712.1.5.4.2.2 A325/144/A490 Hex Head Bolt======<br />
The use of A325/144/A490 hex head bolts will come with standard nuts, bolts, and washers. These will be tightened in the field using air tools and torque wrenches.<br />
<br />
Rotational Capacity Testing is based on Table 712.1.5.4.3.1, Long Bolts, or 712.1.5.4.3.2, Short Bolts. Bolt checks will need to address questions shown in the table used.<br />
<br />
Bolt inspection acceptance by the calibrated wrench method will be made using Sec 712.7.5 and Sec 712.7.13(c).<br />
<br />
Bolt inspection acceptance by the turn-of-nut method will be made using Sec 712.7.6 and Sec 712.7.13(c).<br />
<br />
======712.1.5.4.2.3 A325TC/A490TC Twist-off Tension Control Bolt======<br />
The use of A325TC/A490TC bolts will come with nuts, bolts and washers. These will be tightened in the field using a specialized tool designed to tighten the nut and hold the spline of the bolt till the spline twists off.<br />
<br />
Rotational Capacity Testing is based on Table 712.1.5.4.3.3. Bolt checks will need to address questions shown in the table.<br />
<br />
Bolt inspection acceptance by the twist off tension control bolt method will be made using Sec 712.7.7 and Sec 712.7.13(c).<br />
<br />
======712.1.5.4.2.4 144 TNA Fixed Spline Bolt======<br />
The use of 144 TNA fixed spline bolts will come with nuts, bolts and washers. These will be tightened in the field using a specialized tool designed to tighten the nut and the hold the spline of the bolt. <br />
<br />
Test Report for a Torque and Angle (TNA) fixed spline bolt assembly shall be included from the supplier with Rotational Capacity Test results for initial acceptance.<br />
<br />
Bolt inspection acceptance by the combined method will be made using Sec 712.7.8 and Sec 712.7.13(c).<br />
<br />
=====712.1.5.4.3 Step 3, Rotational Capacity=====<br />
The third step is to verify that the bolts on the jobsite are going to perform as intended by the design team. Each of these bolts must achieve a specific tension that will be confirmed using Rotational Capacity (RoCap) Testing except ASTM F3148 Grade 144 TNA fixed spline bolts shall have Pre-Installation Verification Testing performed in accordance with ASTM F3148 Appendix X2 in lieu of RoCap Testing. RoCap Testing is described in Sec 712.7 and Sec 1080.2.5.4. <br />
<br />
The goal of the RoCap or Pre-Installation Verification test is to verify that the bolts will perform as intended. The main component that is being tested is that the bolts can be brought to the correct tension. This must be accomplished without applying too much torque to the bolts and field installed bolts will be turned to the correct rotation meeting or exceeding the design tension for the fastener. For the bolts to work correctly, it is critical for the threads to be clean and there must be plenty of lubricant on the bolts and nuts. There is a chance that the protective coatings and lubricants will be washed away anytime the bolts, nuts, and washers are allowed to sit out in the elements. In addition, there is a chance that rust could develop from water being on the bolts, and carelessness could lead to physical damage of the bolts. Any of these issues could cause the bolts and the nuts to not interact as designed. It may take more torque to achieve the needed tension in the bolts or the installed fasteners cannot be checked accordingly with a torque wrench.<br />
<br />
The bolt manufacturer may provide documentation to show that a RoCap Test has been performed. For all bolts except F3148 Grade 144 TNA fixed spline bolts, The inspector and contractor will still have to perform RoCap Tests in the field even if the RoCap Test Report is provided. Supplier Test Report for F3148 Grade 144 TNA fixed spline bolt assemblies shall include the RoCap Testing and the Pre-Installation Verification Testing for initial acceptance. According to Sec 712.7.11, “rotational capacity test shall be performed on 3 bolts of each rotational-capacity lot prior to the start of bolt installation except ASTM F3148 Grade 144 TNA fixed spline bolts shall have Pre-Installation Verification Testing performed on 3 bolts assemblies of each lot in accordance with ASTM F3148 Appendix X2”. All bolt assemblies provided shall be a part of a rotational capacity or Pre-Installation Verification lot, which means that all bolt assembly lots used on MoDOT jobs shall be tested on the jobsite prior to incorporation. The first time a new lot of bolts is opened, plan on performing the required test. Also, the RoCap Test or Pre-installation Verification Test should be run any time questions or issues arise when torquing a bolt to achieve design tension, or bolt hardware conditions change.<br />
<br />
The RoCap or Pre-Installation Verification test should only be run once per lot, unless one of the following conditions occur:<br />
:1. Bolts arrive on the jobsite for the first time<br />
:: All bolt assembly lots must be tested once they are on the jobsite. If conditions do not change, then the one test should suffice.<br />
:2. Bolt, washer, or nut lots have been interchanged<br />
:: It is important when the RoCap or Pre-Installation Verification Test is run that lot numbers for all the individual pieces (bolts, nuts, and washers) remain the same. Once any of these lots change, the RoCap or Pre-Installation Verification Test must be run again.<br />
:3. Bolt lubrication appears to have been compromised<br />
:: Once a RoCap or Pre-Installation Verification Test has been run, another one will not have to be run, unless the bolt condition changes. One aspect that is a factor is bolt lubrication. If the bolt is left in the wind and rain, the lubrication likely will be compromised. Once it is noticed that a bolt lubrication has changed, the RoCap or Pre-Installation Verification Test must be run again.<br />
:4. Bolts appear rusty or damaged<br />
:: Rust is the far extreme of a lack of lubrication. Not only has the lubrication gone away, but the protective coating is gone, and the bolt has been allowed to rust. They will need to be cleaned, re-lubricated and tested again for RoCap or Pre-Installation Verification.<br />
<br />
[[image:712.1.5.4.3 skidmore.jpg|right|175px]]<br />
<br />
There is not a way to test tension once the bolt has been tightened. The RoCap or Pre-Installation Test is a way to verify not only that the bolts are in good condition, but also that they have not been impacted by field conditions. The test will require two components. One component is to visually inspect the bolts and record the results on the form provided in eProjects. The second component is to run tests on the three bolts in the field using a Skidmore-Wilhelm Bolt tension measuring device and a torque wrench. Both the Skidmore and torque wrench must have a calibration performed on it within the previous year from the manufacturer or a test lab. There must be a sticker on it, as well as all supporting documentation to show it has been calibrated.<br />
<br />
[https://epg.modot.org/forms/CM/RoCap_Test_Form_Long_Bolts.pdf RoCap Test Form Long Bolts] are shown in Table 712.1.5.4.3.1 and Table 712.1.5.4.3.3. [https://epg.modot.org/forms/CM/RoCap_Test_Form_Short_Bolts.pdf RoCap Test Form Short Bolts] are shown in Table 712.1.5.4.3.2. [https://epg.modot.org/forms/CM/Pre-Installation_Verification_Test_Form_TNA_Bolts.pdf Pre-Installation Verification Test Form for TNA fixed spline bolts are shown in Table 712.1.5.4.3.4]. These forms will assist in obtaining all the required information for the testing methods allowed by MoDOT.<br />
<br />
Table 712.1.5.4.3.1 and Table 712.1.5.4.3.2 are to be used when the Calibrated Wrench (Sec 712.7.5) or Turn-Of-Nut (Sec 712.7.6) Methods are used. Table 712.1.5.4.3.4 is to be used when Combined Method (Sec 712.7.8) is used for TNA fixed spline bolts. By running the calculations in the spec book to verify the bolts, the values needed for the equipment in the field will also be determined. The entire test will need to be completed to verify that the bolt is good for use in the field.<br />
: Calibrated Wrench – The values from Table 712.1.5.4.3.1 and Table 712.1.5.4.3.2 that will be needed are the recorded Torque Values.<br />
: Turn-Of-Nut – When using the Turn-Of-Nut Method, the RoCap Test provides a check that the turn requirements of Sec 712.7.6 will generate the minimum tension required. Verify that the amount the nut has turned going to the minimum bolt tension is less than the specified nut rotation in Sec 712.7.6 Nut Rotation from Snug Tight Condition table.<br />
: Combined Method – When using the Combined Method, the Supplier Test Report for F3148 Grade 144 TNA fixed spline bolt assemblies shall include the RoCap Testing and the Pre-Installation Verification Testing for initial acceptance. In lieu of RoCap testing, Pre-Installation Verification Testing of the assembly shall be performed in accordance with Sec 712.7.8 (ASTM F3148 Appendix X2).<br />
<br />
The RoCap test for Calibrated Wrench and Turn-Of-Nut Methods is split based on long and short hex head bolts. Long bolts are those bolts that can fit into the Skidmore-Wilhelm Bolt Tension Measuring Device or the Skidmore-Wilhelm short bolt setup. Short bolts are those that are too short to fit into the short bolt setup tension measuring device.<br />
<br />
Table 712.1.5.4.3.1 provides info about how to run the test, and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="12" | Rotation Capacity Testing Steps for Calibrated Wrench Method (Sec 712.7.5) and Turn-Of-Nut Method (Sec 712.7.6)<br />
|-<br />
! colspan="12" | Table 712.1.5.4.3.1<br>Job Site Rotational Capacity Test (RoCap Test) – A325, 144 & A490 Long Hex Head Bolts<br />
|-<br />
! rowspan="2" | <div style="transform:rotate(-90deg);">Test No. !! colspan="8" | Part 1!! colspan="3" | Part 2<br />
|-<br />
! style="background:white"width="150" | Sec 712.7.3 Minimum Final Bolt Tension (P) !! style="background:white" width="50" | <div style="transform:rotate(-90deg);">Less Than !! style="background:white" width="100" | Bolt Tension Gauge Reading (P) !! style="background:white" width="130" | Sec 1080.2.5.4.6 Maximum Allowable Torque (T) !! style="background:white"width="50" | <div style="transform:rotate(-90deg);">Greater Than !! style="background:white" width="100" | Torque Gauge Reading !! style="background:white"width="100" | Actual Nut Rotation (turn) !! style="background:white"width="130" | Sec 712.7.6 Nut Rotation (turn) Less than actual(Y/N) !! style="background:white"width="130" | Sec 1080.2.5.4 Required Rotation (turn) Tension Gauge Reading !! style="background:white"height="150"width="100" | <div style="transform:rotate(-90deg);">Equal or Greater Than !! style="background:white" width="130" | Sec 1080.2.5.4.5 Required Turn Test Tension<br />
|-<br />
| align="center" | 1 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | 2 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | 3 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | R1 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | R2 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | R3 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
! style="background:white" colspan="12" | Torque Formula (T=0.25P x Dia./12), T in ft-lbs, P in lbs, Bolt Dia. in inches <br />
|}<br />
</center><br />
<br />
'''Long Bolt Test''' <br />
# Measure the ratio of diameter/length of the bolt. <br />
# Place the bolt into the Skidmore and set it to snug tight (10% of installation tension in Sec 712.7.3 Bolt Tension Table). This is to be done with a spud wrench. The contractor should add washers until three to five threads are in the grip, if less than 3 threads, the test will fail. Mark reference rotation marks on the fastener assembly element turned and on face plate of Skidmore. (Mark starting point on bolt end, nut and calibrator face with straight line.) Note that some short bolts may require the shortbolt setup for the Skidmore. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]]<br />
# Turn the fastener with the wrench to be used for the daily testing in the field to the installation minimum tension in Sec 712.7.3 Bolt Tension Table. Stop and record the torque at that moment from the torque wrench and record the tension on the Skidmore. Verify the recorded torque does not exceed the maximum allowable torque (refer to Sec 1080.2.5.4.6 formula). Verify that the amount the nut has turned going to the minimum bolt tension is less than the specified nut rotation in Sec 712.7.6 Nut Rotation from Snug Tight Condition table.<br />
# Further turn the bolt according to Sec 1080.2.5.4.4. This rotation is measured from the initial match mark made in step 2. Record the tension achieved and then compare the tension at this point to the Turn Test Tension in Sec 1080.2.5.4.5 Required Bolt Tensions Table. The tension must be equal or greater than Turn Test Tension. <br />
# Remove the bolt and inspect for damage and record it on our form. Turn the nut by hand on the bolt threads to the position it was in during the test. Not being able to turn the nut by hand is thread failure.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Once the 3 tension and torque values have been obtained from Step 3, use the higher of the 3 numbers. <br />
<br />
Table 712.1.5.4.3.2 provides info about how to run the short bolt test for those bolts that are too short to fit into the Skidmore-Wilhelm short bolt setup tension measuring device and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="7" | Rotation Capacity Testing Steps for Calibrated Wrench Method (Sec 712.7.5) and Turn-Of-Nut Method (Sec 712.7.6)<br />
|-<br />
! colspan="7" | Table 712.1.5.4.3.2<br>Job Site Rotational Capacity Test (RoCap Test) – A325, 144 & A490 Short Hex Head Bolts<br />
|-<br />
! style="background: white" | Test No. !! style="background: white" width="130" | Sec 1080.2.5.4.5 Turn Test Tension (P) !! style="background: white" width="100" | 20% of Max. Turn Test Torque (T) !! style="background: white" width="100" | Maximum Calculated Turn Test Torque !! style="background: white" width="80" | Greater Than !! style="background: white" width="100" | Torque Gauge Reading at End of First Rotation !! style="background: white" width="150" | Visual Inspection of nut and bolt after Second Rotation (Acceptable/Not Acceptable)<br />
|-<br />
| align="center" | 1 || || || || align="center" | > || || <br />
|-<br />
| align="center" | 2 || || || || align="center" | > || || <br />
|-<br />
| align="center" | 3 || || || || align="center" | > || || <br />
|-<br />
| align="center" | R1 || || || || align="center" | > || || <br />
|-<br />
| align="center" | R2 || || || || align="center" | > || || <br />
|-<br />
| align="center" | R3 || || || || align="center" | > || || <br />
|-<br />
| align="left" style="background: white" colspan="7" | 20% Torque Formula (T = 0.20T), T in ft-lbs.<br />
|-<br />
| align="left" style="background: white" colspan="7" | Torque Formula (T=0.25P x Dia./12), T in ft-lbs., P in lbs., Bolt Dia. in inches<br />
|-<br />
| align="right" style="background: white" colspan="2" | First Rotation || align="left" style="background: white" colspan="5" | [L<= 4D, 1/3 turn (120°)], [4D< L<8D, 1/2 turn (180°)]<br />
|-<br />
| align="right" style="background: white" colspan="2" | Second Rotation || align="left" style="background: white" colspan="5" | A325 & 144 [L<= 4D, 1/3 turn (120°)], [4D< L<8D, 1/2 turn (180°)]<br>A490 [L<= 4D, 1/4 turn (90°)], [4D< L<8D, 1/3 turn (120°)]<br />
|}<br />
</center><br />
<br />
'''Short Bolt Test'''<br />
# Measure the ratio of diameter/length of the bolt and refer to Sec 712.7.6 on the installation rotation.<br />
# Place the bolt into the steel plate. The contractor should add washers until three to five threads are in the grip, if less than 3 threads the test will fail. Set it to snug tight (Not exceed 20% of maximum torque at first rotation). Maximum torque at first rotation is equal to Turn Test Tension, Sec 1080.2.5.4.5 and applying that tension to the torque formula in Sec 1080.2.5.4.6. This is to be done with a measuring torque wrench. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]]<br />
# Mark reference rotation marks on the fastener assembly element turned and on face of steel plate. (Mark starting point on bolt end, nut and steel plate face with straight line.)<br />
# Turn the fastener with the torque wrench to be used for the daily testing in the field to the rotation shown in Sec 712.7.6 Nut Rotation from Snug Tight Condition Table. Once the first target rotation has been reached, stop and record the torque at that moment from the torque wrench. Verify the recorded torque does not exceed the maximum torque. Maximum torque at first rotation is turn test tension, Sec 1080.2.5.4.5 with torque formula Sec 1080.2.5.4.6, as shown in step 2.<br />
# Further turn the bolt further according to Sec 1080.2.5.4.4. This rotation is measured from the initial match mark made in step 3. Assemblies that strip or fracture prior to this rotation fail the test. <br />
# Remove the bolt and inspect for damage and record it on our form. Turn the nut by hand on the bolt threads to the position it was in during the test. Not being able to turn the nut by hand is thread failure.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Once the 3 torque values have been obtained from Step 3, use the higher of the 3 torque numbers.<br />
<br />
'''Rotation Capacity Testing Steps For Twist Off Tension Control Bolt Method (Sec 712.7.7)'''<br />
<br />
The Twist Off Tension Control Bolt Method is less common. The bolt is designed to automatically verify that the bolts are not overtightened. The Rotational Capacity test in the field is to verify that the threads are not binding due to rust and dirt. This binding will give a false reading and cause the bolt spline to shear off prior to the design tension being achieved. Also due to the consistency of the bolt, there will not be a need to tighten the bolt to 1.15 times the Minimum Target Tension. The spline of the bolts will snap off within 5-10% of the designed tension of the fastener and exceed the Minimum Target Tension when properly lubricated.<br />
<br />
Table 712.1.5.4.3.3 provides info about how to run the test, and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="5" | Table 712.1.5.4.3.3<br>Rotation Capacity Testing Steps for Twist Off Tension Control Bolt Method (Section 712.7.7)<br />
|-<br />
! colspan="5" | Job Site Rotational Capacity Test A325TC/A490TC Bolts<br />
|-<br />
! style="background: white" width="80" | Test No. !! style="background: white" width="150" | Sec 712.7.3 1.05xMinimum Final Bolt Tension (P) !! style="background: white" width="80" | Less Than !! style="background: white" width="150" | Bolt Tension Gauge Reading (P) !! style="background: white" width="150" | Inspection Torque Calculated Value<br />
|-<br />
| align="center" | 1 || || align="center" | < || || <br />
|-<br />
| align="center" | 2 || || align="center" | < || || <br />
|-<br />
| align="center" | 3 || || align="center" | < || || <br />
|-<br />
| align="center" | R1 || || align="center" | < || || <br />
|-<br />
| align="center" | R2 || || align="center" | < || || <br />
|-<br />
| align="center" | R3 || || align="center" | < || || <br />
|-<br />
|align="left" style="background: white" colspan="5" | (Inspection Torque formula = 0.95 x 0.25 x Gauged Tension Reading x Bolt Dia. / 12; Bolt Dia. in inches)<br />
|}<br />
</center><br />
<br />
# Measure the ratio of diameter/length of the bolt. <br />
# Place the bolt into the Skidmore and set it to snug tight (10% of installation tension). This is to be done with a spud wrench. The contractor should add washers until only three threads are showing. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]]<br />
# Place the specialty tool used on the end of the bolt and tighten until the spline of the bolt snaps off.<br />
# Record the tension value on the Skidmore once the bolt has snapped.<br />
# Verify that the recorded value is greater than 1.05 times the Minimum Target Tension from Sec 712.7.3.<br />
# Remove the bolt and inspect for damage.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Once the 3 torque values have been calculated, use the higher of the 3 torque numbers.<br />
<br />
It is most important to verify plies were in contact when bolts were snugged and that a fastener was not subsequently loosened when accompanying splice bolts were tightened and compacted the splice faying surfaces into contact after other fasteners had been already tightened.<br />
<br />
'''Pre-Installation Verification Testing Steps for Torque & Angle (TNA) Fixed Spline Bolts - Combined Method (Sec 712.7.8)'''<br />
<br />
The Pre-Installation Verification Test for Combined Method uses the Skidmore-Wilhelm Bolt Tension Measuring Device or the Skidmore-Wilhelm short bolt setup.<br />
<br />
Table 712.1.5.4.3.4 provides info about how to run the test, and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="9" | Table 712.1.5.4.3.4<br>Pre-Installation Testing Steps for 144 TNA Fixed Spline Bolts - Combined Method (Section 712.7.8)<br />
|-<br />
! colspan="9" | '''Job Site Pre-Installation Verification Test – 144 TNA Fixed Spline Bolts'''<br />
|-<br />
! colspan="9" | Combined Method (Sec 712.7.8)<br />
|-<br />
! rowspan="2" | <div style="transform:rotate(-90deg);">Test No. !! colspan="4" | Part 1 !! colspan="4" | Part 2<br />
|-<br />
! style="background: white" width="150" | Initial Tension Torque Setting (T, ft-lbs) !! style="background: white" width="150" | Sec 712.7.3 Minimum Initial Bolt Tension (P, lbs) !! style="background: white" width="50" | <div style="transform:rotate(-90deg);">Less Than !! style="background: white" width="150" | Bolt Tension Gauge Reading (P, lbs) !! style="background: white" width="150" | <sup>a</sup>Rotation from Initial Tension (1/x Turn) !! style="background: white" width="150" | Sec 712.7.3 Minimum Final Bolt Tension (P, lbs) !! style="background: white "width="50" | <div style="transform:rotate(-90deg);">Less Than !! style="background: white" width="150" | Bolt Tension Gauge Reading (P, lbs)<br />
|-<br />
| align="center" | 1 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | 2 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | 3 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | R1 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | R2 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | R3 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
! style="background: white" colspan="9" | <sup>a</sup>Up to 4D = 90° (1/4 turn), >4D to 8D = 120° (1/3 turn), Bolt Length/Bolt Dia. (Length and Diameter in inches), >8D Consult the supplier<br />
|-<br />
! style="background: white" colspan="8" | Looking at the Manufacturer/Supplier Test Report for TNA Fixed Spline Structural Bolting Assembly,<br>record the highest torque value obtained on the samples on the Rotational Capacity Tests: || style="background: white" colspan="8" |<br />
|}<br />
</center><br />
<br />
# Measure the ratio of diameter/length of the bolt.<br />
# Place the bolt into the Skidmore. The contractor should add washers until three to five threads are in the grip, if less than 3 threads, the test will fail. Record the torque of the specialized tool capable of engaging the nut and bolt spline. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]] <br />
# Tighten the assembly using the specialized tool on snug tightening setting. Record the bolt tension shown on the gauge at the end of tightening. Verify the recorded tension does exceed the minimum in bolt tension (refer to Sec 712.7.3 table). <br />
# Mark reference rotation marks on the fastener assembly element turned and on face plate of Skidmore. (Mark starting point on bolt end, nut and calibrator face with straight line.) Note that some short bolts may require the short bolt setup for the Skidmore.<br />
# Tighten the assembly using the specialized tool on angle tightening setting with angle setting dial set to the correct degree of nut rotation. Record the bolt tension shown on the gauge at the end of tightening. Verify the recorded tension does exceed the minimum final bolt tension (refer to Sec 712.7.3 table). Verify that the amount the nut has turned is the specified nut rotation.<br />
# Remove the bolt and inspect for damage and record it on our form. Turn the nut by hand on the bolt threads to the position it was in during the test. Not being able to turn the nut by hand is thread failure.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Look at the manufacturer or supplier Test Report for the TNA Fixed Spline Structural Bolting Assembly to obtain the higher torque value obtained on the samples tested on the Rotational Capacity Test.<br />
<br />
=====712.1.5.4.4 Step 4, Installation=====<br />
The next step is to ensure the proper process is used in the assembly of structural steel. It is important that the contractor is placing temporary bolts, drift pins and permanent bolts in the correct pattern. Read Sec 712.5 for additional requirements when fitting-up the structural steel.<br />
<br />
The order in which bolts are tightened is important. If not done correctly, the plates will not be sandwiched tightly, and gaps will be introduced. Due to these being slip-critical connections, the joints need to experience 100% contact between all the plies. The contractor will need to start tightening the joints in the center of the plate, and then work radially out from the center to the extents of the joint. <br />
<br />
Once the bolts are tightened by the contractor using one of the four approved methods, MoDOT will be responsible to check a portion of the bolts. We will review 10% of the bolts, or two per lot, whichever is greater. If bolt issues are discovered, more bolts may need to be reviewed. The following steps are generally what is seen in the field. There may be differences per contractor, but MoDOT's roles and requirements should be the same across the state. <br />
<br />
:'''Contractor/QC:''' The contractor will be installing the bolts through various methods. It can be expected to see Turn-Of-Nut Method, Calibrated Wrench Method (Torque Wrench) or Combined Method. You could also see the contractor using Stall Out guns that are designed to stop spinning the bolts once a certain torque is reached. Sometimes air impact guns are used and have the air pressure adjusted to stop gun at torque desired using a Skidmore to verify they are exceeding the design tension of the fastener(s). This tool would be considered the Calibrated Wrench. This is an acceptable method, provided they do not change any conditions. They should run the RoCap Test with the equipment to be used. Once they change any part of the setup (add or remove an air hose, add an additional gun or item ran off of air hose supply, change air pressure, etc.), they will need to rerun the RoCap Test. If the contractor is using the Turn-Of-Nut Method or Combined Method, then they are not required to use a torque wrench on the nuts as well.<br />
<br />
:'''MoDOT/QA:''' Inspectors will have different checks based upon the type of verification used by the contractor. <br />
:If the contractor is using the Calibrated Wrench Method (Torque Wrench or Stall Out Gun) to check every bolt, MoDOT will use a torque wrench and will follow the Calibrated Wrench Method.<br />
:If the contractor is using the Turn-Of-Nut Method, MoDOT will follow two steps. We will visually watch the contractor install and snug tighten the fastener assembly, ensuring the plies are in contact. Bolts may be required to be snug tightened more than once as plies are pulled together with later bolts. Once all bolts are snug tight and ensuring the plies are in contact, verify that they are match marking the nut, bolt, and plies correctly. Then watch as they turn the nut (or bolt) to make sure the correct degree of rotation between the bolt and nut has been used. The unturned element should be restrained from turning during installation. A visual check of all the nuts (or bolts) turned so far can be quickly done to make sure they are marked, and that the marks are turned the correct amount. As a double check, the inspector will also take a torque wrench to check bolt torque on 10% of the bolts. If bolt issues are discovered, more bolts may need to be checked. Even if the contractor did not use a torque wrench to check the bolts, MoDOT inspectors will still use a torque wrench and record findings.<br />
:If the contractor is using the Combined Method, MoDOT will follow two steps. We will visually watch the contractor install and snug tighten the fastener assembly with specialized tool on snug tightening setting. Bolts may be required to be snug tightened more than once as plies are pulled together with later bolts. Once all bolts are snug tight and ensuring the plies are in contact, ensure that they are marking the nut, bolt, and plies correctly. Then watch as they tighten the fastener assembly with specialized tool on angle tightening setting with angle setting dial set to the correct degree of nut rotation. A visual check of all the nuts turned so far can be quickly done to make sure they are marked, and that the marks are turned the correct amount. As a double check, the inspector will also take a torque wrench to check bolt torque on 10% of the bolts. If bolt issues are discovered, more bolts may need to be checked. Even if the contractor did not use a torque wrench to check the bolts, MoDOT inspectors will still use a torque wrench and record findings.<br />
<br />
=====712.1.5.4.5 Step 5, Bolt Verification=====<br />
<br />
======712.1.5.4.5.1 Calibrated Wrench Method, Sec 712.7.5======<br />
The first option listed in the specification book is the Calibrated Wrench Method. This method will use a calibrated wrench to check that the torque delivered to the bolt is the minimum torque needed to induce the needed minimum tension, as shown in Sec 712.7.3. In order to do this, information must be available from the Rotational Capacity Test completed for each lot. <br />
<br />
Sec 712.7.5 states that when the calibrated wrench is used, it needs to be set 5-10% over the torque gauge value from Column 4 of the Rotational Capacity Test. Take the maximum Torque Gauge Reading from the Rotational Capacity Test and multiply by 1.05. This new value will be the one set onto the calibrated wrench. <br />
<br />
'''Day-to-Day Verification'''<br />
<br />
Each day the inspector will need to verify the installed bolts are correctly tensioned. Most of the time, MoDOT inspectors will use the contractor's equipment for the verification. The important thing is that the contractor is verifying the calibrated wrench daily. This will mean that the contractor will need to have the Skidmore on site each day to verify that the wrench is generating the correct tension at the torque it is reading. MoDOT inspectors will pick 10% of the bolts to also check bolt torque. The torque value MoDOT inspectors are checking is the maximum torque gauge reading generated from Step 3 of the Rotation Capacity Test.<br />
<br />
======712.1.5.4.5.2 Turn-Of-Nut Method, Sec 712.7.6======<br />
The second option listed in the specification book is the Turn-Of-Nut Method. This method uses the fact that the nuts must be turned to the rotation specified in Sec 712.7.6 to induce the needed minimum tension, as shown in Sec 712.7.3. In order to do this, verification will be needed from the RoCap Test completed for each lot. <br />
<br />
When the RoCap Test is run, in Step 3 is to verify the bolt rotation is less than that specified in Sec 712.7.6. Once this is verified, all the bolts can be tightened to the rotation needed and that will confirm that the needed tension has been achieved. This is provided that all the plies are in contact when snug tightened.<br />
<br />
'''Example'''<br />
<br />
On a project you are installing 7/8” diameter bolts that are 4” long. The RoCap test was performed on the bolt assemblies. When the bolts were tensioned during RoCap, they were tensioned to 39,050 lb. From the formula in Sec 1080.2.5.4.6, the maximum torque is to be 712 lb-ft. The bolt was torqued to 701 lb-ft, so it passes the RoCap test. During the test, the inspector also noted that the bolt nut turned 2 flats (or 1/3 of a turn). Sec 712.7.6 Nut Rotation from Snug Tight Condition table says that this bolt is to be turned 1/2 turn for Turn-Of-Nut in the field. Since the bolt achieved the minimum tension in 1/3 turn, we know that the turning it to 1/2 turn will achieve a higher tension value. If the RoCap test shows a higher turn value needed than the Sec 712.7.6 table, then further discussions should be had with the contractor about next steps before any bolts are installed in the field. <br />
<br />
'''Day-to-Day Verification''' [[image:712.1.5.4.5.2.jpg|right|200px]]<br />
<br />
For the day-to-day verifications, MoDOT inspectors will visually verify that the Turn-Of-Nut Method is completed correctly. MoDOT inspectors will review marks made by the contractor and make sure that there is a general comfort level with how the contractor is doing the work. In addition to this, MoDOT inspectors will pick 10% of the bolts to also check bolt torque. The torque value MoDOT inspectors are checking is the maximum torque gauge reading generated from Step 3 of the RoCap Test.<br />
<br />
The photograph to the right shows what the markings will look like when the Turn-Of-Nut Method is used. In order to perform the test, three marks are made: one on the nut, one on the bolt, and one on the steel plate underneath. To begin with, mark the nut at a corner, and follow that line all the way through to the steel. Notice the left side bolts are all starting in the same position. The right-side bolts have been rotated 1/3 of a turn, or two flats of the hex head. Notice how the bolt and the steel still line up, and only the nut has moved. Marking the bolt and steel ensures that the bolt does not move during tightening. The nut will show how much it has moved. Marking the hex head accordingly is a semi-permanent record that the test was run. This also provides the inspector with the necessary information to quickly verify tightness, but a random check of 10% of bolts with a torque wrench by the QA inspector shall still occur. The inspector will not have to tighten the bolts themselves but can witness the ironworker who is tightening some of the bolts to ensure they are following the proper procedure of the Turn-Of-Nut Method.<br />
<br />
======712.1.5.4.5.3 Twist Off Tension Control Bolt Method, Sec 712.7.7======<br />
[[image:712.1.5.4.5.3.jpg|right|175px]]<br />
<br />
The third option listed in the specification book is the Twist Off Tension Control Bolt Method. This method uses the fact that the bolts have been specially designed to shear off once a specific torque has been reached in the bolt. This torque has been correlated to the needed minimum tension as shown in Sec 712.7.3. In order to do this, the verification must be available from the Rotational Capacity Test completed for each lot. <br />
<br />
When the RoCap Test is run, there is one piece of information needed. The Tension Gauge Reading when the spline shears off. Since the spline shears off, and the tool cannot provide any more compactive effort, there is generally not a concern about overtightening the bolt provided that the bolt hardware is clean and well lubricated. Once the bolt shears off, the tension achieved is the final tension. The RoCapy Test will verify that the final tension is at or above the minimum bolt tension required in Sec 712.7.3.<br />
<br />
'''Day-to-Day Verification'''<br />
<br />
Since the specialty tool will shear the bolt off at the specified tension, the biggest piece to verify is done during the RoCap Test. Once that is done, the inspector just needs to ensure that the contractor is following the correct tightening procedure shown in Sec 712.7.7. Ensure that all plies are in contract when snug tight and that bolt hardware is clean and well lubricated. The QA Inspector should also perform checks of at least 10% of the fastener assemblies with a torque wrench to verify the fastener is tight using the Inspection Torque value (0.95 x 0.25 x highest gauged tension from RoCap Test x bolt diameter in inches / 12). If bolt issues are discovered, more bolts may need to be checked.<br />
<br />
======712.1.5.4.5.4 Combined Method (TNA Fixed Spline Bolts), Sec 712.7.8======<br />
The fourth option listed in the specification book is the Combined Method. This method uses the fact that the nuts must be turned, after initial bolt tensioning (snug), to the rotation specified in ASTM F3148 Table X2.2, Angle Tightening Rotation, to induce at least the required minimum final bolt tension, as shown in Sec 712.7.3. This pre-verification testing shall be performed as mentioned in Sec 712.7.8 (ASTM F3148 Appendix X2).<br />
<br />
'''Example'''<br />
<br />
On a project you are installing 7/8” diameter bolts that are 4” long. The pre-installation verification test was performed on the bolt assemblies. When the bolts were tensioned during initial bolt tensioning (snug), the torque used by the installation tool resulted in a tension of 33,000 lbs, greater than the required minimum tension of 22,000 lbs in the minimum initial bolt tension column in the Table in Sec 712.7.3. After the subsequent application of the 120 degrees (1/3 of a turn or 2 flats) rotation required in ASTM F3148 Table X2.2, the final tension result is 64,000 lbs, greater than the minimum final bolt tension of 49,000 in the Table in Sec 712.7.3.<br />
<br />
'''Day-to-Day Verification''' [[image:712.1.5.4.5.2.jpg|right|200px]]<br />
<br />
For the day-to-day verifications, MoDOT inspectors will visually verify that the Combined Method is completed correctly. They will review marks made by the contractor and make sure that there is a general comfort level with how the contractor is doing the work. In addition to this, MoDOT inspectors will pick 10% of the bolts to also check bolt torque. The torque value MoDOT inspector will use is the highest torque value record on the RoCap Test samples shown on the Manufacturer/Supplier Test Report for the TNA Fixed Spline Structural Bolting Assembly.<br />
<br />
The photograph to the right shows what the markings will look like when the Combined Method is used. In order to perform the test, three marks are made: one on the nut, one on the bolt, and one on the steel plate underneath after initial tensioning. Bolts may require initial tensioning (snug tightening) more than once as plies are pulled together. To begin with, mark the nut at a corner, and follow that line all the way through to the steel. Notice the left side bolts are all starting in the same position. The right-side bolts have been rotated 120°, 1/3 of a turn, or two flats of the hex head. Notice how the bolt and the steel still line up, and only the nut has moved. Marking the bolt and steel ensures that the bolt does not move during tightening. The nut will show how much it has moved. Marking the hex head accordingly is a semi-permanent record that the test was run. This also provides the inspector with the necessary information to quickly verify tightness, but a random check of 10% of bolts with a torque wrench by the QA inspector shall still occur. The inspector will not have to tighten the bolts themselves but can witness the ironworker who is tightening some of the bolts to ensure they are following the proper procedure of the Combined Method.<br />
<br />
===712.1.6 High Strength Anchor Bolts===<br />
When high strength anchor bolts are specified, ASTM F1554 Grade 55 anchor bolts shall be used unless higher grade anchor bolts are required by design. Grade 105 bolts shall not be used in applications where welding is required. Grade 36 anchor bolts are commonly referred to as “low-carbon” and may be used if specified on the plans. Grade 55 anchor bolts may be substituted for applications where Grade 36 is specified. To facilitate easy identification of anchor bolt, the following figure shows some of the typical bolt markings required by the ASTM specification. The end of the anchor bolt intended to project from the concrete shall be steel die stamped with the grade identification and color coded as follows.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="125"|Grade!! style="background:#BEBEBE" width="125"|Color Code!! style="background:#BEBEBE" width="150"|Identification<br />
|-<br />
|36 ||style="background:#FFFFFF"| [[image:712.1.5 azul.jpg|50px]] ||style="background:#FFFFFF"|AB36<br/>XYZ<br />
|-<br />
|55 ||style="background:#FFFFFF"| [[image:712.1.5 amarillo.jpg|50px]] ||style="background:#FFFFFF"|AB55<br/>XYZ<br />
|-<br />
|105|| style="background:#FFFFFF"| [[image:712.1.5 rojo.jpg|50px]] ||style="background:#FFFFFF"|AB105<br/>XYZ<br />
|}<br />
Note: XYZ represents the manufacturer’s identification mark.<br />
</center><br />
<br />
===712.1.7 Non-destructive Testing===<br />
In certain instances, non-destructive testing (NDT) may be required to be conducted on steel components of a bridge. The contractor will be responsible for providing and certified NDT technician to conduct the testing. This technician will usually be an employee of a third party inspection agency. Certification for NDT technicians will be in accordance with the requirements of The American Society for Nondestructive Testing (ASNT) Recommended Practice SNT-TC-1A. MoDOT does not maintain an approved list of NDT technicians. The Bridge Division does review certifications for testing agencies and keep a list of personnel of these agencies with their respective certifications. <br />
<br />
For projects that require NDT in the field, the inspector will collect the information from the contractor as to who will be providing the NDT services. The contractor shall submit the certifications to the Resident Engineer to be forwarded to the Bridge Division at [mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]. These certifications shall include the following documentation for each individual performing NDT: their certifications, current eye exam, and the NDT company written practice, including the Level III individual certification used for the written practice.<br />
<br />
At the Resident Engineer’s option, they may choose to keep a list of personnel who have performed NDT work for a quick reference for future projects. However, the Resident Engineer and the inspector will always request to see the current eye exam results prior the technician providing the NDT on these future projects.<br />
<br />
==712.2 Materials Inspection for Sec 712==<br />
<br />
===712.2.1 Scope===<br />
This guidance establishes procedures for inspecting and reporting those items specified in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] that are not always inspected by Bridge Division personnel or are not specifically covered in the Materials details of the Specifications. <br />
<br />
===712.2.2 Procedure===<br />
Normally all materials in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] will be inspected by Bridge Division personnel. Bolts, nuts and washers accepted by PAL may be delivered directly from the manufacturer to the project without prior inspection. When requested by the Bridge Division or construction office, the Construction and Materials Division will inspect fencing and other miscellaneous items. The Bridge Division is responsible for the inspection of shop coating of structural steel at fabricating plants. <br />
<br />
====712.2.2.1 Project Inspection and Sampling for PAL====<br />
Inspecting of PAL material will be as stated in this section and [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]].<br />
<br />
===712.2.3 Miscellaneous Materials===<br />
<br />
====712.2.3.1 High Strength Bolts====<br />
All bolts, nuts, and washers should be from a PAL supplier in accordance with [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]]. If a supplier proposes to furnish structural steel connectors and is not on PAL, a request is to be made to the Construction and Material Division for acceptance into the PAL program. Once satisfactory submittals have been received, the supplier will be placed on the PAL. Bolts, nuts, and washers, for use other than bridge construction and in quantities less than 50, may be accepted from a PAL supplier without a PAL identification number.<br />
<br />
'''712.2.3.1.1 Manufacturer's Certification.''' Bolts and nuts specified to meet the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply with requirements of ASTM A307 and, if required, galvanized to comply with requirements of ASTM F2329 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55. Certification shall be retained by the shipper. A copy should be obtained when sampling at the shipper and submitted with the samples to the lab. <br />
<br />
All bolts, nuts and washers are to be identifiable as to type and manufacturer. Bolts, nuts, and washers manufactured to meet ASTM A307 will normally be identified on the packaging since no special markings are required on the item. Dimensions are to be as shown on the plans or as specified.<br />
<br />
Weight (mass) of zinc coating, when specified, is to be determined by magnetic gauge in the same manner as described for bolts and nuts in [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material|EPG 1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]].<br />
<br />
Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. Samples shall be taken according to [[#712.2.3.2.1.1 ASTM A307 Bolts|EPG 712.2.3.2.1.1 ASTM A307 Bolts]].<br />
<br />
'''712.2.3.1.2''' High strength bolts, nuts, and washers specified shall meet the requirements of ASTM F3125 Grade A325. Bridge plans may also specify ASTM F3125 Grade 144 or A490 or ASTM F3148 Grade 144 high strength bolts. Field inspection shall include examination of the certifications or mill test reports; checking identification markings; and testing for dimensions. The certifications or mill test reports, conforming to EPG 712.2.3.1.1 Manufacturer's Certification, shall be retained in the district office. Samples for Laboratory testing shall be taken and submitted in accordance with EPG 712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts.<br />
<br />
====712.2.3.2 PAL Manufacturer Facilities Sampling====<br />
Prior to visiting a PAL supplier or manufacturer facility, the Cognos report “PAL Shipments Within Date Range” should be run for the facility to determine what material has been given MoDOT PAL numbers. For each PAL material, the sample shall consist of six pieces rather than determined from lot quantities as given in the following sections. An individual sample shall consist of bolts, nuts, or washers as these are treated as different materials in the PAL system. <br />
<br />
=====712.2.3.2.1 Sample sizes=====<br />
<br />
======712.2.3.2.1.1 ASTM A307 Bolts======<br />
Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. When samples are taken, they are to be taken as shown in the following table. When galvanized bolts, nuts and washers are submitted to the Laboratory, a minimum of 3 samples of each are required for Laboratory testing. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
|-<br />
|width="300"|3 for lots of 0 to 800 pcs. ||rowspan="4"|Each sample is to consist of one bolt, nut and washer. Submit for dimensions, weight (mass) of coating, mechanical properties. <br />
|-<br />
|6 for lots of 801 to 8,000 pcs. <br />
|-<br />
|9 for lots of 8,001 to 22,000 pcs. <br />
|-<br />
|15 for lots of 22,001+ pcs. <br />
|}<br />
</center><br />
<br />
======712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts======<br />
Samples for Laboratory testing shall be taken and submitted as follows: All lots containing 501 or more, high strength bolts shall be sampled and submitted to the Laboratory for testing. If no lot offered contains 501 or more bolts, sample 10 percent of the lots offered, or one lot, whichever is greater. A lot is defined as all bolts of the same size and length, with the same manufacturer's lot identification, offered for inspection at one time. Samples shall be taken as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="300" style="background:#BEBEBE" |Number of Bolts in the Lot!! style="background:#BEBEBE" |Number of Bolts Taken for a Sample'''*'''<br />
|-<br />
| 0 through 800 || 3 <br />
|-<br />
| 801 through 8,000 || 6 <br />
|-<br />
| 8,001 through 22,000 || 9 <br />
|-<br />
| 22,001 plus || 15 <br />
|-<br />
|align="left" colspan="2"|'''*''' A minimum of 3 samples will be required for galvanized materials. <br />
|}<br />
</center><br />
<br />
All lots containing 501 or more, high strength nuts shall be sampled and submitted to the Laboratory for testing. If no lot offered contains 501 or more nuts, sample 10 percent of the lots offered or one lot, whichever is greater. A lot is defined as all nuts of the same grade, size, style, thread series and class, and surface finish, with the same manufacturer's lot identification, offered for inspection at one time. Samples shall be taken as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="300" style="background:#BEBEBE" |Number of Nuts in the Lot!! style="background:#BEBEBE" |Number of Nuts Taken for a Sample'''*'''<br />
|-<br />
| 0 through 800 ||1 <br />
|-<br />
|801 through 8,000 ||2 <br />
|-<br />
|8,001 through 22,000 ||3 <br />
|-<br />
|22,000 and over ||5 <br />
|-<br />
|align="left" colspan="2"|'''*''' A minimum of 3 samples will be required for galvanized materials. <br />
|}<br />
</center><br />
<br />
All lots containing 501 or more, high strength washers shall be sampled and submitted to the Laboratory for testing. If no lot offered contains 501 or more washers, sample 10 percent of the lots offered, or one lot, whichever is greater. A lot is defined as all washers of the same type, grade, size and surface finish, with the same manufacturer's lot identification, offered for inspection at one time. Samples shall be taken as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="300" style="background:#BEBEBE" |Number of Washers in the Lot!!style="background:#BEBEBE" | Number of Washers Taken for a Sample'''* '''<br />
|-<br />
| 0 through 800 || 1 <br />
|-<br />
|801 through 8,000 || 2 <br />
|-<br />
|8,001 through 22,000 || 3 <br />
|-<br />
|22,000 and over || 5 <br />
|-<br />
|align="left" colspan="2"|'''*''' A minimum of 3 samples will be required for galvanized materials. <br />
|}<br />
</center><br />
<br />
=====712.2.3.2.2 Bolts for Highway Lighting, Traffic Signals or Highway Signing=====<br />
Bolts, nuts, and washers for highway lighting, traffic signals, or highway signing shall meet the requirements given in EPG 712.2.3.1.2 High Strength Bolts. Samples for Central Laboratory testing are only required when requested by the State Construction and Materials Engineer or when field inspection indicates questionable compliance.<br />
<br />
====712.2.3.3 Slab Drains====<br />
Slab drains are to be accepted on the basis of field inspection of dimensions, weight (mass) of zinc coating, and a satisfactory fabricators certification. The dimensions, weight (mass) of zinc coating, and material specification requirements are shown on the bridge plans.<br />
<br />
Field determination of weight (mass) of coating is to be made on each lot of material furnished. The magnetic gauge is to be operated and calibrated in accordance with ASTM E376. At least three members of each size and type offered for inspection are to be selected for testing. A single-spot test is to be comprised of at least five readings of the magnetic gauge taken in a small area and those five readings averaged to obtain a single-spot test result. Three such areas should be tested on each of the members being tested. Test each member in the same manner. Average all single-spot test results from all members to obtain an average coating weight (mass) to be reported. The minimum single-spot test result would be the minimum average obtained on any one member. Material may be accepted or rejected for galvanized coating on the basis of magnetic gauge. If a test result fails to comply with the specifications, that lot should be resampled at double the original sampling rate. If any of the resampled members fail to comply with the specification, that lot is to be rejected. The contractor or supplier is to be given the option of sampling for Laboratory testing, if the magnetic gauge test results are within minus 15 percent of the specified coating weight (mass).<br />
<br />
A fabricators certification shall be submitted to the engineer in triplicate stating that "The steel used in the fabrication of the slab drains was manufactured to conform to ASTM A709" or "A500, A501" as the case may be.<br />
<br />
====712.2.3.4 Miscellaneous Structural Steel====<br />
Other structural steel items not requiring shop drawings also require inspection. Inspection includes a fabricator's certification identifying the source and grade of steel, as well as verification of dimensions and inspection of any coating applied. The report is to include the grade of steel, coating applied, and results of inspection.<br />
<br />
==712.3 Lab Testing==<br />
<br />
===712.3.1 Scope===<br />
This establishes procedures for Laboratory testing and reporting samples of structural steel, bolts, nuts, and washers and for welding qualifications.<br />
<br />
===712.3.2 Procedure===<br />
<br />
====712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers====<br />
Thickness of coating shall be determined in accordance with ASTM F2329 or where mechanically galvanized shall meet the coating thickness, adherence, and quality requirements of ASTM B659, Class 55. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8 Laboratory Testing Guidelines for Sec 1020|Laboratory Testing Guidelines for Sec 1020]]. Original test data and calculations shall be recorded in Laboratory workbooks.<br />
<br />
====712.3.2.2 Physical Tests - Bolts and Nuts====<br />
Original test results and calculations shall be reported through AASHTOWare Project. <br />
<br />
'''Low carbon steel bolts and nuts''' shall be tested according to ASTM A307. Tests are to be as follows:<br />
:(a) Bolts shall be tested for dimensions, hardness, and tensile strength.<br />
:(b) Nuts shall be tested for dimensions, hardness, and proof load.<br />
<br />
Due to the shape and length of some bolts and the shape of some nuts, it may not be possible or required to determine the tensile strength of the bolts or the proof load of the nuts.<br />
<br />
'''High strength bolts, nuts, and washers''' shall be tested according to ASTM F3125 Grade A325, 144 or A490 or ASTM F3148 Grade 144. Tests are to be as follows:<br />
:(a) Bolts shall be tested for dimensions, markings, hardness, proof load, and tensile strength.<br />
:(b) Nuts shall be tested for dimensions, markings, hardness, and proof load.<br />
:(c) Washers shall be tested for hardness.<br />
<br />
Due to the shape and length of some bolts and the size of some nuts, it may not be possible or required to determine the proof load and tensile strength of the bolts or the proof load of the nuts.<br />
<br />
===712.3.3 Sample Record===<br />
The sample record shall be completed in AASHTOWARE Project (AWP), as described in [[:Category:101 Standard Forms#Sample Record, General|AWP MA Sample Record, General]], and shall indicate acceptance, qualified acceptance, or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the report to clarify conditions of acceptance or rejection.<br />
<br />
Test results for bolts, nuts and washers shall be reported through AWP.<br />
<br />
[[image:712.3.3.jpg|center|1050px]]</div>Hoskirhttps://epg.modot.org/index.php?title=Category:712_Structural_Steel_Construction&diff=58595Category:712 Structural Steel Construction2026-05-06T14:14:50Z<p>Hoskir: /* 712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers */ updated per RR4181</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Steel Girder Bridge, Testing, Load Rating'''<br />
|-<br />
|[http://library.modot.mo.gov/RDT/reports/Ri97003/RDT99004.pdf Report 1999]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="160px" align="right" <br />
|- <br />
|'''Approved Products'''<br />
|-<br />
|[https://www.modot.org/media/465 Qualified Protective Coatings for Machined Finished Surfaces]<br />
|}<br />
<br />
<br />
==712.1 Construction Inspection for Sec 712==<br />
The important feature of structural steel inspection includes such items as:<br />
:(a) inspection of handling, unloading, storing, and erecting of the various members to make sure they are not subjected to excessive stress<br />
:(b) erection with proper camber, adequately supported<br />
[[image:712.jpg|right|450px]]<br />
:(c) use of the required number of pins and erection bolts to hold all members rigidly in place<br />
:(d) welding or bolting in such a manner that the designed stress and desired appearance is maintained. Any high strength bolts used as temporary erection bolts must be replaced with new permanent bolts.<br />
<br />
Successful structural steel erection work will directly relate to skill of the workmen and thoroughness of the inspector. Welders must be qualified by passing required tests. Even though no tests are required for the bolting crew, the inspector has authority to insist that an experienced crew be used.<br />
<br />
Fabrication Inspection Shipment Releases (FISRs) for structural steel and other metal products on structures such as decorative fences and similar steel fabrications are issued by the Bridge Division Fabrication Section inspector. These FISRs are issued by email to the fabricator and the Resident Engineer. The fabricator shall send these FISRs to the contractor. Refer to [[:Category:1080 Structural Steel Fabrication|EPG 1080 Structural Steel Fabrication]] for more information regarding fabrication inspection shipment releases.<br />
<br />
===712.1.1 Expansion Joints===<br />
Expansion joints include all devices by which expansion due to temperature is dissipated within the joint instead of being transmitted to adjacent elements. Expansion joints will normally be provided for bridge superstructure steel, bridge decks and handrails. For this instruction, joints in floors and handrails will also be considered.<br />
<br />
'''Prior to Setting Expansion Joints:'''<br />
<br />
:Check vertical and horizontal dimensions.<br />
:Check condition of joint upon delivery and provision for storage until installation.<br />
:Check filler material for closed joints.<br />
:Compute temperature correction.<br />
<br />
'''During Construction:'''<br />
<br />
:Set joints according to temperature correction.<br />
:Align finger type joints exactly to ensure free movement without lateral contact.<br />
:If compressible fill material is specified, joints to be filled must be clean and all paint or rust adhering to the structural steel must be removed to obtain necessary adhesion for a waterproof joint. Provide bottom support to prevent it from falling out of the joint, if loosened.<br />
:Where the plans call for sealing of joints with hotpoured rubber-asphalt type compound, special care and equipment are required to obtain a satisfactory job. Heating of joint material must be done in a special double boiler kettle. Temperature of the material should be maintained at or very near that specified by the manufacturer. The joint must be dry and cleaned with air just ahead of the actual pouring operation. The joint should also be poured high to allow for settlement and contraction of joint material as it cools.<br />
:If sleeve type joints are specified, as in handrails, set the inside element symmetrically with outside so that no localized friction will prevent free action of the sleeve.<br />
:No material shall be allowed to enter the joint to prevent its free movement.<br />
After Construction:<br />
:After normal dead load has been taken by all elements of the structure, check freedom of movement.<br />
:Check final position of joint against computed position for the current temperature.<br />
:Remove any foreign material which may have entered the joint during construction.<br />
<br />
===712.1.2 Expansion And Contraction Computations===<br />
Expansion joints at ends of continuous units should be set carefully for elevation and opening, as well as checking the meshing of fingers in finger joints. Joint openings are given on bridge plans for a specified temperature, usually 60&deg; F. Should the joint be set at a temperature other than specified, the opening must be adjusted. The coefficient of expansion of steel is 0.0000065 per degree F. Suppose for instance, that a joint opening is given as 1-1/8 in. at 60&deg; F and the sum of the distances each side of the joint to the adjacent fixed shoes in the bridge is 165 ft. Assume temperature of the structural steel to be 95&deg; F when this joint is set. The correction is found by multiplying the difference in degrees coefficient of expansion of steel; that is:<br />
<br />
:(95&deg; - 65&deg;) x 165 ft. x 0.0000065 per degree<br />
:= 35 x 165 x 0.0000065<br />
:= 7/16 in.<br />
<br />
Since the temperature when setting the joint was greater than 60&deg; F, at which the joint was<br />
computed, the correction of 7/16 in. should be deducted if the joint is to give 1-1/8 in. opening at 60&deg;. The opening at which the joint should be set at 95&deg; would be 1-1/8 in. less 7/16 in. or 11/16 in. Likewise if the temperature at which the joint is set should be lower than that given on the plans, the correction should be added to the joint opening to give the required opening at plan temperature. Both sides of each joint should be set in place and checked for alignment and fit before any permanent connections are made to either side to ensure: (1) smooth riding surface, (2) proper depth of concrete slab, and (3) a joint which will operate correctly with expansion and contraction movements of the bridge.<br />
<br />
For bearing devices, specified temperatures will be used as the basic temperature on which to base an allowance for expansion or contraction. Rockers and rollers should be vertical and masonry plates in a neutral position for full dead load at this specified temperature. The masonry plates shall be placed in this position for all degrees of temperature but the rockers shall be tipped in the proper direction and the rollers placed in the required position to compensate for the amount of expansion or contraction of steel at the time they are placed.<br />
<br />
===712.1.3 Bearings===<br />
Bearings are devices for transferring superstructure loads to bridge seats. They include masonry bearing plates, elastomeric pads, shoes, rockers, rollers, and combinations of them some of which may be teflon coated. Anchors are the means of preventing movement of bearing devices on bridge seats and include anchor bolts, bars, or structural shapes. Earthquake retainers are provided on some bridges to prevent the bearing devices from moving off the bearing area.<br />
<br />
'''Prior to setting of Bearings or Anchorage:'''<br />
:Check vertical and horizontal dimensions.<br />
:Check condition of bearing upon delivery and provisions for storage until installation.<br />
:Inspect bridge seats to ensure that they are finished to receive bearings.<br />
:If anchorages have been cast in place during construction of bridge seat, check for accuracy.<br />
:Compute temperature correction.<br />
<br />
'''During Construction:'''<br />
:Anchor bolt wells which are formed will be detailed on the bridge plans typically. Holes for anchor bolts may be drilled as a contractor option and will be noted on the plans typically. Either wells or holes must be kept free of water in freezing weather. <br />
:Position of anchor bolts with respect to expansion bearing details shall correspond with the position indicated for the temperature at time of erection.<br />
:Formed wells or drilled or formed holes will be backfilled after anchors are set with non-shrink grout completely filling the space in the hole.<br />
:Correct any irregularities in bearing plate areas of bridge seat.<br />
:Set bearing plates in exact position with full uniform bearing on contact surface.<br />
:Unless otherwise specified, contact surfaces shall be painted in accordance with the specifications. Compressed rubber and fabric pads shall be placed under the bearing plates as shown on the plans.<br />
:Rocker or roller, if used, shall be set in the position dictated by temperatures at time of setting.<br />
:Where expansion bearings include sliding plates of different coefficients of friction, care must be taken not to reverse the position of the two plates with respect to each other and to the bridge seat.<br />
<br />
===712.1.4 Welding===<br />
====712.1.4.1 Field Welding====<br />
{|style="padding: 0.3em; margin-right:20px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="260px" align="right" <br />
|-<br />
|[[media:712.1.4 welding safety tips.pdf|<center>'''Welding Safety Tips'''</center>]]<br />
|}<br />
<br />
=====712.1.4.1.1 Field Welder Cards=====<br />
Specifications require that field welders shall be certified by an established facility with an accredited American Welding Society (AWS) certification program defined in the current AWS Standard QC4. Welders shall be certified per the current QC7 Standard for AWS Certified Welders. The code of acceptance shall be in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.3.3.4 Applicable Codes]. Welders who have successfully completed the certification program will be issued an AWS Welder Card. AWS also has an agreement with the Ironworkers Union that allows them to be accredited test facilities for Ironworkers Union members that meet the same requirements of QC4 and QC7. A copy of the AWS Welder card and the Ironworkers Union card are shown: <br />
[[image:712.1.4.1.1.jpg|center|875px]]<br />
<br />
The AWS website has a link that provides guidance on interpreting the information that is shown on the back of the cards furnished by both AWS and the Ironworkers Union. A [https://www.aws.org/certification/onlinecertificationverification link to the AWS website that provides both locations of accredited test facilities (ATF) and interpretation of the welder card information] is available.<br />
<br />
AWS certification shall be considered in effect indefinitely provided that the welder remains active in the process that they are qualified for without an interruption greater than six months and there is no specific reason to question the welder’s ability to produce quality welds. Certification maintenance is the responsibility of the welder and shall be presented to the engineer upon request. The welder shall present a copy of their AWS or Ironworkers Union card to the engineer prior to welding. Welders that have tested within six months of welding on a project may have a temporary certification letter provided by the test facility that may be used while the card is being produced. Certification maintenance shall be in accordance with AWS QC7 and the supplement QC7G. Questions regarding the validity of temporary cards may be directed to the Construction and Materials Division.<br />
<br />
If the engineer has reason to question the ability of the welder, a retest should be requested. Retests shall be conducted by an AWS accredited test facility.<br />
<br />
=====712.1.4.1.2 Field Welding Minimum Certifications=====<br />
<br />
For inspection purposes some of the specific types of work and the minimum required position certification are as shown in the following table: <br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="350" style="background:#BEBEBE" |Type of Work!! style="background:#BEBEBE" |Required Position Certification<br />
|-<br />
|Steel Pile Splices (HP & Shell Piles) ||2G<br />
|-<br />
|Steel Pile Points (HP & Shell Piles)|| 2G<br />
|-<br />
|Stay-in-Place Form Support Angles ||None<br />
|-<br />
|Girder/Beam Flanges to Bearing Plates|| 2G<br />
|-<br />
|Stiffeners ||3G<br />
|-<br />
|Anything else not listed ||3G unless otherwise specified by the Engineer.<br />
|}<br />
</center><br />
A welder qualified for one position also qualifies for performing other welds as shown in the following table: <br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="350" style="background:#BEBEBE" |Certified Position!! style="background:#BEBEBE" |Qualified to Perform<br />
|-<br />
|1G|| 1F, 2F, 1G<br />
|-<br />
|2G|| 1F, 2F, 1G, 2G<br />
|-<br />
|3G|| 1F, 2F, 3F, 1G, 2G, 3G<br />
|-<br />
|4G|| 1F, 2F, 4F, 1G, 4G<br />
|-<br />
|3G & 4G|| All Groove and Fillet Positions<br />
|-<br />
|1F|| 1F<br />
|-<br />
|2F|| 1F, 2F<br />
|-<br />
|3F|| 1F, 2F, 3F<br />
|-<br />
|4F|| 1F, 2F, 4F<br />
|-<br />
|3F & 4F|| All Fillet Positions<br />
|-<br />
|align="left" colspan="2"|KEY: 1=flat, 2=horizontal, 3=vertical, 4=overhead, G=groove, F=fillet<br />
|}<br />
</center><br />
Examples of the weld positions for groove welds and fillet welds are as follows:<br />
<br />
[[image:712.1.4.1.2.jpg|center|900px]]<br />
<br />
In most cases, a welder may elect to take one of two test plate thicknesses. A limited thickness test will be taken on a 3/8 in. test plate. This will qualify a welder for groove welds of a maximum plate thickness of 3/4 in. and fillet welds on plates of unlimited thickness. An unlimited thickness test will be taken on a 1 in. thick plate and qualifies the welder for unlimited plate thickness for both groove welds and fillet welds. The welder’s card that is to be presented at the job site will show both the test plate thickness as well as the plate thickness limitations. <br />
<br />
=====712.1.4.1.3 Shear Connector Welding=====<br />
<br />
Current practices by the contractor may utilize the installation of shear connectors by field personnel. Most shear connector welding is completed by an automated welding process. AWS does not have a qualification procedure established in QC7. Instead, welders shall be qualified in accordance with 2002 AWS Bridge Welding Code D1.5 Clause 7.7 by MoDOT field personnel. Shear connector welders shall be qualified by conducting a preproduction test. This test involves the welder welding two shear connectors to a test plate or to the production plate. The test specimens shall be visually inspected to ensure a full 360° weld. After the welds have cooled, the shear connectors shall then be bent to an angle of approximately 30° from the original axis by either striking with a hammer or placing a pipe over the shear connector and then bending. If the shear connector does not exhibit a complete weld or a failure occurs in the weld of either shear connector, the welder shall adjust the automatic welding machine and retest on a separate weld test plate. The welder may not retest on the actual production plate. <br />
<br />
Before shear connector production welding in the field begins with a particular welder set-up, a specific shear connector size or type, and at the beginning of production for a particular shift or day, a preproduction test shall be conducted. The preproduction test shall be conducted on the first two shear connectors welded to the production plate or may be conducted on a separate test plate of the same thickness (+/- 25%). The acceptance method is the same as given earlier for the welder test. <br />
<br />
Once shear connector production welding has commenced, any welds that do not exhibit the full 360° weld may be repaired using a 5/16 in. fillet weld for shear connector diameters up to one inch and 3/8 in. for diameters greater than one inch. The repair weld shall extend 3/8 in. beyond the end of the area to be repaired.<br />
<br />
Additional verification of shear connector welds in the field will be performed by sounding a random 25% of the shear connectors on the girder/beam with a sledge hammer. The field inspector will also sound 25 percent of the shear connectors used on expansion device(s) whether shop or field installed. A sharp ping sound is heard on a good weld. A thud sound will occur if the weld is possibly not sufficient and a bent test needs to be performed on this shear connector. A random 5% of all shear connectors will be bent to an approximately 30° from the original axes to verify the integrity and welding of the shear connector. If a failed weld is discovered, all adjacent connectors shall be tested. Particular emphasis on testing shall be at the start-up of the welding operation. Once an acceptable welding process is established, any weld failures should be rare. For a large bridge with many shear connectors, the 5% testing rate may be decreased at the engineer’s discretion. Any failed welds shall be ground off, base metal pull outs repaired by approved weld procedures, weld surface ground flush and a replacement shear stud installed.<br />
<br />
On a re-deck project, some shear connectors may be bent from the deck removal or from the original construction testing. These shear connectors do not have to be replaced or straightened. Shear connectors on new or re-deck projects may also need to be field bent to accommodate expansion joints, rebar conflicts or other construction needs. If a shear connector is severely bent where concrete coverage is compromised, the shear connector shall be removed and replaced.<br />
<br />
[[image:712.1.4.1.3.jpg|center|600px]]<br />
<br />
=====712.1.4.1.4 Acceptable Field Welding Processes=====<br />
All field welding using flux cored arc welding (FCAW) shall require welding procedures be submitted to the Bridge Division ([mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]) for acceptance prior to any welding on any bridge. All field welding using shielded metal arc welding (SMAW or commonly known as stick welding) shall require welding procedures be submitted to Bridge Division ([mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]) for acceptance prior to any welding on major bridges (total length ≥ 1000 feet), bridges with structural steel with f<sub>y</sub> ≥ 70,000 psi (f<sub>s</sub> ≥ 38,000 psi), truss bridges, bridges with 2 girder systems and bridges containing fracture critical members (FCM). All other locations with SMAW, the contractor shall have field welding procedures on file prior to welding and available at the engineer’s request. <br />
<br />
MoDOT permits only two specific welding processes for field welding on steel bridges. These processes are SMAW and FCAW. The preferred method for field welding is SMAW. SMAW on structural steel (f<sub>y</sub> < 69,000 psi, f<sub>s</sub> < 37,000 psi) that will be coated are to be welded with E7018, low hydrogen electrodes. SMAW on uncoated (weathering) structural steel (f<sub>y</sub> < 69,000 psi, f<sub>s</sub> < 37,000 psi) are to be welded with E8018, low hydrogen weathering steel electrodes. Welding on structural steel with f<sub>y</sub> ≥ 70,000 psi (f<sub>s</sub> ≥ 38,000 psi) and fracture critical members (FCM) are to be determined by weld procedures which shall be submitted to the Bridge Division ([mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]). FCAW always require welding procedures be submitted to Bridge Division since the welding code requires procedure qualification record (PQR) for the welding procedures. FCAW on structural steel is preferred to be completed with a self-shielded process where no shielding gas is used. This will be noted on the welder’s card as FCAW-S. Gas shielding for FCAW is discouraged due to the additional requirements to provide protection of the weld area from gas dispersion caused by the wind but FCAW can be used provided the weld area is shielded properly from wind. <br />
<br />
Welding of aluminum products in the field may be completed using gas metal arc welding (GMAW or commonly known as MIG welding) or with SMAW with special aluminum electrodes. Like FCAW welding using gas shielding, the weld area must be protected to prevent shielding gas dispersion when welding with GMAW. GMAW is the preferred method of welding aluminum by AWS. However, SMAW may be used provided that special care is taken during welding to control the welding parameters and that all welding slag is removed.<br />
<br />
====712.1.4.2 Shop Welding====<br />
Fabrication shops shall qualify welders in accordance with the governing welding code for the specific process as required in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1080.3.3.4]. It is the responsibility of the fabrication shop’s quality control personnel to ensure that the welder’s test documentation and period of effectiveness are documented and maintained.<br />
<br />
===712.1.5 High Strength Bolts (Sec 712.7)===<br />
Bolts, nuts, and washers must meet applicable requirements of AASHTO as noted in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1080.2]. ASTM F3125 Grade A325 bolts shall be used on bridge connections unless other types of bolts are specified in the contract. To facilitate easy identification of high strength bolts, the following figure shows some of the typical bolt markings required by the ASTM specification.<br />
<br />
<center><br />
{| class="wikitable" style="text-align: center; background: #FFFFFF;"<br />
|+ <br />
! Bolt !! Type 1 Plain !! Type 1 Galvanized !! Type 3 (Weathering)<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A325''' || [[image:712.1.5 A325.jpg|70px]]<br>Three radial lines 120°<br>Apart are optional || [[image:712.1.5 A325.jpg|70px]] || [[image:712.1.5 A325 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade 144''' || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144_line.png|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A490''' || [[image:712.1.5 A490.jpg|70px]] || n/a || [[image:712.1.5 A490 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3148 Grade 144''' || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144_line.png|80px]]<br />
|}<br />
{| class="wikitable" style="text-align: center; background: #FFFFFF;"<br />
|+ <br />
! Nuts !! Type 1 Plain !! Type 1 Galvanized !! Type 3 (Weathering)<br />
|-<br />
| style="background: #f8f8f8;" rowspan="4" | '''ASTM A563''' || [[image:712.1.5_XYZ.jpg|70px]]<br/>Arcs Indicate<br>Grade C<br>(Grade A325 bolt) || n/a || [[image:712.1.5_XYZ3.jpg|70px]]<br/>Arcs with "3"<br> Indicate Grade C3<br>(Grade A325 bolt)<br />
|-<br />
| [[image:712.1.5_XYZD.jpg|70px]]<br>Grade D<br>(Grade A325 bolt) || n/a || n/a<br />
|-<br />
| [[image:712.1.5_XYZDH.jpg|75px]]<br>Grade DH<br>Grade A325,<br>(Grade 144 or,<br>Grade A490 bolt) || [[image:712.1.5_XYZDH.jpg|75px]][[image:712.1.5_XYZDH3.jpg|75px]]<br>Grade DH or DH3<br>(Grade A325 or<br>Grade 144 bolt) || [[image:712.1.5_XYZDH3.jpg|75px]]<br>Grade DH3<br>(Grade A325,<br>Garade 144 and<br>Grade A490 bolt)<br />
|}<br />
{|<br />
| (Reprinted and modified from 2020 Research Council on Structural Connections (RCSC) Figure C-2.1).<br />
|-<br />
| Note: XYZ represents the manufacturer’s identification mark.<br />
|}<br />
</center> <br />
<br />
Bolts tightened by the calibrated wrench or turn-of-nut method should be checked following the procedures outlined in the Standard Specifications. <br />
<br />
The sides of bolt heads and nuts tightened with an impact wrench will appear slightly peened. This will indicate that the wrench has been applied to the fastener. <br />
<br />
====712.1.5.1 Bolted Parts ====<br />
[http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712.7.1] covers cleaning of parts to be bolted. Bolts, nuts, and washers will normally be received with a light residual coating of lubricant. This coating is not considered detrimental to friction type connections and need not be removed. If bolts are received with a heavy coating of preservative, it must be removed. A light residual coating of lubricant may be applied or allowed to remain in the bolt threads, but not to such an extent as to run down between the washer and bolted parts and into the interfaces between parts being assembled. <br />
<br />
====712.1.5.2 Bolt Tension====<br />
A washer is required under nut or bolt head, whichever is turned in tightening, to prevent galling between nut or bolt head and the surface against which the head or nut would turn in tightening, and to minimize irregularities in the torque-tension ratio where bolts are tightened by calibrated wrench method. Washers are also required under finished nuts and the heads of regular semi-finished hexagon bolts against the possibility of some reduction in bearing area due to field reaming. When oversized holes are used as permitted by the contract, a washer shall be placed under both the bolt head and the nut. Washers are not required under the round head of ASTM F3148 Grade 144 TNA fixed spline bolts.<br />
<br />
Standard Specifications require that bolt torque and impact wrenches be calibrated by means of a device capable of measuring actual tension produced by a given wrench effort applied to a representative sample. Current specifications require power wrenches to be set to induce a bolt tension 5 percent to 10 percent in excess of specified values but the Special Provisions for the project should be checked for a possible revision to this requirement. <br />
<br />
The contractor is required to furnish a device capable of indicating actual bolt tension for the calibration of wrenches or load indicating device. A certification indicating recent calibration of the device should accompany it. It is recommended that the certification of calibration be within the past year but if the device is being used with satisfactory results, the period may be extended. More frequent calibration may be necessary if the device receives heavy use over an extended period. <br />
<br />
The contractor shall use one of the tightening methods as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 712.7] or as directed by the engineer or contract documents. ASTM F3148 Grade 144 TNA fixed spline bolts shall use combined method for tightening bolts as outlined in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 712.7]. The sides of bolt heads or nuts tightened with an impact wrench will appear slightly peened. This will usually indicate that the wrench has been applied to the fastener. If the wrench damages the galvanized coating, the contractor shall repair the coating by an acceptable method.<br />
<br />
====712.1.5.3 Rotational-Capacity Testing and Installation of Type 3 Bolts====<br />
Type 3 (weathering steel) bolts behave quite differently than the galvanized bolts used in most MoDOT structures and require additional care to test and install properly. <br />
<br />
The contractor '''must''' keep bolts stored in sealed kegs out of the elements until ready for use. Storage in a warehouse, shed, shipping container or other weatherproof building is best. The lubricant used on Type 3 bolts dissipates quickly, allowing rust to begin. Kegs should not be opened until absolutely necessary and promptly resealed whenever work stops.<br />
<br />
If bolts fail the rotational-capacity test, preinstallation tension test or fails in torsion during installation, insufficient lubrication is the most likely cause. Relubrication of Grade A325 bolts is allowed. Several different waxes and lubricants are suggested by FHWA, including Castrol 140 Stick Wax (which has been successfully field tested by MoDOT), Castrol Safety-Film 639, MacDermid Torque’N Tension Control Fluid, beeswax, etc. Relubrication shall be performed by or at the direction of the manufacturer for ASTM F3148 Grade 144 bolts and ASTM F3125 Grade 144 bolts, Grade F1852 (A325TC) and F2280 (A490TC) twist-off tension control bolts.<br />
<br />
Galling of the washer may occur, especially with longer bolts. This can be reduced by lubricating the contact area of the bolt face at the washer with an approved lubricant. If this face is lubricated for testing, it must also be lubricated during bolt installation. <br />
<br />
Failure of the bolts due to galling of the washer can also be prevented by turning the nut in one continuous motion during testing. For larger diameter bolts, this can be a problem. Torque multipliers amplify this effect. If many larger diameter bolts will be tested, ask the contractor to purchase an electric gear reduction wrench with reaction arm. The Skidmore will need to have a reaction kit installed. This wrench will produce better results and save time spent performing tests (and, therefore, lower costs).<br />
<br />
For long bolts, (L>8d), use proper spacer bushings on the back of the Skidmore to avoid excessive use of spacers between the washer and front plate of the Skidmore. Stacking spacers can cause bending of long bolts, which will cause inaccurate results, false failures and potential damage to the Skidmore. Consult the Skidmore user manual for maximum allowable spacer lengths.<br />
<br />
====712.1.5.4 Bolt Testing and Verification====<br />
Bridges are designed so that many of the steel-to-steel connections that are made in the field are slip-critical connections. Slip-critical means that once the bolt is tightened, the bolt and the pieces of steel (or plies) will not move. It relies on the bolt to clamp down on the steel and create so much force between the steel plates that they will not move at all. Should they slip and move it would be a critical issue for the bridge.<br />
<br />
When it comes to bolt design, the bolt is being tensioned in order to establish the clamping force needed. The tightening of the nut on the bolt is what produces the needed tension. Bridge Designers will design each of these joints based on established minimums for each bolt size. So, for example, a Bridge Designer will assume that an ASTM F3125 Grade A325 7/8” diameter bolt will be able to supply 39,000 pounds of clamping force. This means that the contractor in the field must ensure that they are tightening each bolt to this tension. <br />
<br />
In order to verify that the bolts are installed correctly in the field, it is essential that contractors and inspectors understand the requirements of bolted connections, and the specifications that govern them. For this work, [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 712 Structural Steel Connection and Sec 1080 Structural Steel Fabrication] will primarily be consulted. <br />
<br />
The general steps are:<br />
:[[#712.1.5.4.1 Step 1, Determine Bolt Type|Step 1, Determine Bolt Type]]<br />
:[[#712.1.5.4.2 Step 2, Inspection Type Selection|Step 2, Inspection Type Selection]]<br />
:[[#712.1.5.4.3 Step 3, Rotational Capacity|Step 3, Rotational Capacity Test]]<br />
:[[#712.1.5.4.4 Step 4, Installation|Step 4, Installation]]<br />
:[[#712.1.5.4.5 Step 5, Bolt Verification|Step 5, Bolt Verification]]<br />
<br />
=====712.1.5.4.1 Step 1, Determine Bolt Type=====<br />
The first step is to review the contractor’s submittals to see what kind of bolts they will be using. You can also look at the bolts in the field to check for the bolt type. Table 712.1.5.4.1 shows what is on the hex head of the bolt, and how the markings can show what type of bolt it is.<br />
<br />
<center><br />
{| class="wikitable" style="text-align: center; background: #FFFFFF;"<br />
|+ '''Table 712.1.5.4.1'''<br />
! Bolt !! Type 1 Plain !! Type 1 Galvanized !! Type 3 (Weathering)<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A325''' || [[image:712.1.5 A325.jpg|70px]]<br>Three radial lines 120°<br>Apart are optional || [[image:712.1.5 A325.jpg|70px]] || [[image:712.1.5 A325 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade 144''' || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144.png|70px]] || [[image:712.1.5_144_line.png|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3125 Grade A490''' || [[image:712.1.5 A490.jpg|70px]] || n/a || [[image:712.1.5 A490 line.jpg|70px]]<br />
|-<br />
| style="background: #f8f8f8;" | '''ASTM F3148 Grade 144''' || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144.png|75px]] || [[image:712.1.5_F3148_144_line.png|80px]]<br />
|}<br />
</center><br />
<br />
Below is a reproduction of ASTM F3125 Section 9 and ASTM F3148 Section 8 that governs the testing requirements for these types of high-strength bolts. The text shown is a portion of the test method that deals with lot control and mimics the numbering used in both specifications (e.g., 8.1 = 1, 8.1.1 = 1.1, etc.). It is an expectation of the standard that not only are all high-strength bolts produced meeting the material properties specified, but the manufacturer also must produce these bolts with a specific tracking procedure that reduces groups of bolts into lots. The lots are a set of bolts that are represented by material tests to prove they meet requirements. Each of these sets of bolts are tracked with test reports tied to lot identification numbers. Not only are the bolts produced this way, but also all the nuts and washers have specific lots assigned. When a bolt, nut, and washer are put together and sold together, they are referred to as an assembly, and these assemblies are further tracked by assembly lots. Once one piece of the assembly changes, the properties or behavior of the bolt could potentially have been changed.<br />
<br />
: '''Testing and Lot Control'''<br />
: 1. Testing Responsibility:<br />
: 1.1 Each lot shall be tested by the responsible party prior to shipment in accordance with the lot control and identification quality assurance plan in 2 through 5.<br />
: 4. A lot shall be a quantity of uniquely identified bolts of the same nominal size and length produced consecutively at the initial operation from a single mill heat of material and processed at one time, by the same process, in the same manner so that statistical sampling is valid.<br />
: 5. Fastener tension testing and rotational capacity testing require that the responsible party maintain assembly lot traceability. A unique assembly lot number shall be created for each change in assembly component lot number, such as nuts or washers.<br />
<br />
{| <br />
|-<br />
| colspan="3" | Figure 712.1.5.4.1.1, 712.1.5.4.1.2 and 712.1.5.4.1.3 show different types of bolt heads. Figure 712.1.5.4.1.4 shows a copy of a common certified material test report that provides testing verification of the bolts. Figure 712.1.5.4.1.5 shows a copy of a common Test Report for a Torque and Angle (TNA) fixed spline bolt assembly.<br />
|-<br />
| [[image:712.1.5.4.1.1.jpg|center|300px|thumb|<center>'''Figure 712.1.5.4.1.1, A325/144/A490 will be stamped on the head of the bolt.'''</center>]] ||[[image:712.1.5.4.1.2.jpg|center|300px|thumb|<center>'''Figure 712.1.5.4.1.2, A325TC/A490TC Twist-off Tension Control Bolt</center><br>These bolts will follow requirements of ASTM Grade F1852 (A325TC) or Grade 2280 (A490TC).''']] || [[image:712.1.5.4.1-3.jpg|center|300px|thumb|<center>'''Figure 712.1.5.4.1.3, 144 TNA Fixed Spline Bolt</center><br>These fixed spline bolts will follow the requirements of ASTM F3148 Grade 144 with TNA (Torque & Angle) listed on the bolt head.'''<br />
]]<br />
|-<br />
| colspan="3" | [[image:712.1.5.4.1.3.jpg|center|750px|thumb|'''<center>Figure 712.1.5.4.1.4, Copy of a Common Certified Material Test Report</center>''']]<br />
|-<br />
| colspan="3" | [[image:712.1.5.4.1.5.jpg|center|750px|thumb|'''<center>Figure 712.1.5.4.1.5, Copy of Test Report for TNA Fixed Spline Structural Bolting Assembly</center>''']]<br />
|}<br />
<br />
=====712.1.5.4.2 Step 2, Inspection Type Selection=====<br />
The second step is to determine the inspection type. The information below shows how to proceed once it is determined what type of bolt is being used in the field. The bolt type and verification method available will dictate the options and the requirements needed to follow for inspection in the field. <br />
<br />
Prior to going into the field, determine the bolt type and the inspection method that will be used. This will allow you to know the equipment needed and discuss test procedures with the contractor. For some test methods, the contractor will provide the calibrated equipment to check the bolts.<br />
<br />
======712.1.5.4.2.1 Bolt Type======<br />
The first step is to find out what type of bolt you are using in the field. The bolt type will dictate how much information is needed for the Rotational Capacity Testing.<br />
<br />
======712.1.5.4.2.2 A325/144/A490 Hex Head Bolt======<br />
The use of A325/144/A490 hex head bolts will come with standard nuts, bolts, and washers. These will be tightened in the field using air tools and torque wrenches.<br />
<br />
Rotational Capacity Testing is based on Table 712.1.5.4.3.1, Long Bolts, or 712.1.5.4.3.2, Short Bolts. Bolt checks will need to address questions shown in the table used.<br />
<br />
Bolt inspection acceptance by the calibrated wrench method will be made using Sec 712.7.5 and Sec 712.7.13(c).<br />
<br />
Bolt inspection acceptance by the turn-of-nut method will be made using Sec 712.7.6 and Sec 712.7.13(c).<br />
<br />
======712.1.5.4.2.3 A325TC/A490TC Twist-off Tension Control Bolt======<br />
The use of A325TC/A490TC bolts will come with nuts, bolts and washers. These will be tightened in the field using a specialized tool designed to tighten the nut and hold the spline of the bolt till the spline twists off.<br />
<br />
Rotational Capacity Testing is based on Table 712.1.5.4.3.3. Bolt checks will need to address questions shown in the table.<br />
<br />
Bolt inspection acceptance by the twist off tension control bolt method will be made using Sec 712.7.7 and Sec 712.7.13(c).<br />
<br />
======712.1.5.4.2.4 144 TNA Fixed Spline Bolt======<br />
The use of 144 TNA fixed spline bolts will come with nuts, bolts and washers. These will be tightened in the field using a specialized tool designed to tighten the nut and the hold the spline of the bolt. <br />
<br />
Test Report for a Torque and Angle (TNA) fixed spline bolt assembly shall be included from the supplier with Rotational Capacity Test results for initial acceptance.<br />
<br />
Bolt inspection acceptance by the combined method will be made using Sec 712.7.8 and Sec 712.7.13(c).<br />
<br />
=====712.1.5.4.3 Step 3, Rotational Capacity=====<br />
The third step is to verify that the bolts on the jobsite are going to perform as intended by the design team. Each of these bolts must achieve a specific tension that will be confirmed using Rotational Capacity (RoCap) Testing except ASTM F3148 Grade 144 TNA fixed spline bolts shall have Pre-Installation Verification Testing performed in accordance with ASTM F3148 Appendix X2 in lieu of RoCap Testing. RoCap Testing is described in Sec 712.7 and Sec 1080.2.5.4. <br />
<br />
The goal of the RoCap or Pre-Installation Verification test is to verify that the bolts will perform as intended. The main component that is being tested is that the bolts can be brought to the correct tension. This must be accomplished without applying too much torque to the bolts and field installed bolts will be turned to the correct rotation meeting or exceeding the design tension for the fastener. For the bolts to work correctly, it is critical for the threads to be clean and there must be plenty of lubricant on the bolts and nuts. There is a chance that the protective coatings and lubricants will be washed away anytime the bolts, nuts, and washers are allowed to sit out in the elements. In addition, there is a chance that rust could develop from water being on the bolts, and carelessness could lead to physical damage of the bolts. Any of these issues could cause the bolts and the nuts to not interact as designed. It may take more torque to achieve the needed tension in the bolts or the installed fasteners cannot be checked accordingly with a torque wrench.<br />
<br />
The bolt manufacturer may provide documentation to show that a RoCap Test has been performed. For all bolts except F3148 Grade 144 TNA fixed spline bolts, The inspector and contractor will still have to perform RoCap Tests in the field even if the RoCap Test Report is provided. Supplier Test Report for F3148 Grade 144 TNA fixed spline bolt assemblies shall include the RoCap Testing and the Pre-Installation Verification Testing for initial acceptance. According to Sec 712.7.11, “rotational capacity test shall be performed on 3 bolts of each rotational-capacity lot prior to the start of bolt installation except ASTM F3148 Grade 144 TNA fixed spline bolts shall have Pre-Installation Verification Testing performed on 3 bolts assemblies of each lot in accordance with ASTM F3148 Appendix X2”. All bolt assemblies provided shall be a part of a rotational capacity or Pre-Installation Verification lot, which means that all bolt assembly lots used on MoDOT jobs shall be tested on the jobsite prior to incorporation. The first time a new lot of bolts is opened, plan on performing the required test. Also, the RoCap Test or Pre-installation Verification Test should be run any time questions or issues arise when torquing a bolt to achieve design tension, or bolt hardware conditions change.<br />
<br />
The RoCap or Pre-Installation Verification test should only be run once per lot, unless one of the following conditions occur:<br />
:1. Bolts arrive on the jobsite for the first time<br />
:: All bolt assembly lots must be tested once they are on the jobsite. If conditions do not change, then the one test should suffice.<br />
:2. Bolt, washer, or nut lots have been interchanged<br />
:: It is important when the RoCap or Pre-Installation Verification Test is run that lot numbers for all the individual pieces (bolts, nuts, and washers) remain the same. Once any of these lots change, the RoCap or Pre-Installation Verification Test must be run again.<br />
:3. Bolt lubrication appears to have been compromised<br />
:: Once a RoCap or Pre-Installation Verification Test has been run, another one will not have to be run, unless the bolt condition changes. One aspect that is a factor is bolt lubrication. If the bolt is left in the wind and rain, the lubrication likely will be compromised. Once it is noticed that a bolt lubrication has changed, the RoCap or Pre-Installation Verification Test must be run again.<br />
:4. Bolts appear rusty or damaged<br />
:: Rust is the far extreme of a lack of lubrication. Not only has the lubrication gone away, but the protective coating is gone, and the bolt has been allowed to rust. They will need to be cleaned, re-lubricated and tested again for RoCap or Pre-Installation Verification.<br />
<br />
[[image:712.1.5.4.3 skidmore.jpg|right|175px]]<br />
<br />
There is not a way to test tension once the bolt has been tightened. The RoCap or Pre-Installation Test is a way to verify not only that the bolts are in good condition, but also that they have not been impacted by field conditions. The test will require two components. One component is to visually inspect the bolts and record the results on the form provided in eProjects. The second component is to run tests on the three bolts in the field using a Skidmore-Wilhelm Bolt tension measuring device and a torque wrench. Both the Skidmore and torque wrench must have a calibration performed on it within the previous year from the manufacturer or a test lab. There must be a sticker on it, as well as all supporting documentation to show it has been calibrated.<br />
<br />
[https://epg.modot.org/forms/CM/RoCap_Test_Form_Long_Bolts.pdf RoCap Test Form Long Bolts] are shown in Table 712.1.5.4.3.1 and Table 712.1.5.4.3.3. [https://epg.modot.org/forms/CM/RoCap_Test_Form_Short_Bolts.pdf RoCap Test Form Short Bolts] are shown in Table 712.1.5.4.3.2. [https://epg.modot.org/forms/CM/Pre-Installation_Verification_Test_Form_TNA_Bolts.pdf Pre-Installation Verification Test Form for TNA fixed spline bolts are shown in Table 712.1.5.4.3.4]. These forms will assist in obtaining all the required information for the testing methods allowed by MoDOT.<br />
<br />
Table 712.1.5.4.3.1 and Table 712.1.5.4.3.2 are to be used when the Calibrated Wrench (Sec 712.7.5) or Turn-Of-Nut (Sec 712.7.6) Methods are used. Table 712.1.5.4.3.4 is to be used when Combined Method (Sec 712.7.8) is used for TNA fixed spline bolts. By running the calculations in the spec book to verify the bolts, the values needed for the equipment in the field will also be determined. The entire test will need to be completed to verify that the bolt is good for use in the field.<br />
: Calibrated Wrench – The values from Table 712.1.5.4.3.1 and Table 712.1.5.4.3.2 that will be needed are the recorded Torque Values.<br />
: Turn-Of-Nut – When using the Turn-Of-Nut Method, the RoCap Test provides a check that the turn requirements of Sec 712.7.6 will generate the minimum tension required. Verify that the amount the nut has turned going to the minimum bolt tension is less than the specified nut rotation in Sec 712.7.6 Nut Rotation from Snug Tight Condition table.<br />
: Combined Method – When using the Combined Method, the Supplier Test Report for F3148 Grade 144 TNA fixed spline bolt assemblies shall include the RoCap Testing and the Pre-Installation Verification Testing for initial acceptance. In lieu of RoCap testing, Pre-Installation Verification Testing of the assembly shall be performed in accordance with Sec 712.7.8 (ASTM F3148 Appendix X2).<br />
<br />
The RoCap test for Calibrated Wrench and Turn-Of-Nut Methods is split based on long and short hex head bolts. Long bolts are those bolts that can fit into the Skidmore-Wilhelm Bolt Tension Measuring Device or the Skidmore-Wilhelm short bolt setup. Short bolts are those that are too short to fit into the short bolt setup tension measuring device.<br />
<br />
Table 712.1.5.4.3.1 provides info about how to run the test, and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="12" | Rotation Capacity Testing Steps for Calibrated Wrench Method (Sec 712.7.5) and Turn-Of-Nut Method (Sec 712.7.6)<br />
|-<br />
! colspan="12" | Table 712.1.5.4.3.1<br>Job Site Rotational Capacity Test (RoCap Test) – A325, 144 & A490 Long Hex Head Bolts<br />
|-<br />
! rowspan="2" | <div style="transform:rotate(-90deg);">Test No. !! colspan="8" | Part 1!! colspan="3" | Part 2<br />
|-<br />
! style="background:white"width="150" | Sec 712.7.3 Minimum Final Bolt Tension (P) !! style="background:white" width="50" | <div style="transform:rotate(-90deg);">Less Than !! style="background:white" width="100" | Bolt Tension Gauge Reading (P) !! style="background:white" width="130" | Sec 1080.2.5.4.6 Maximum Allowable Torque (T) !! style="background:white"width="50" | <div style="transform:rotate(-90deg);">Greater Than !! style="background:white" width="100" | Torque Gauge Reading !! style="background:white"width="100" | Actual Nut Rotation (turn) !! style="background:white"width="130" | Sec 712.7.6 Nut Rotation (turn) Less than actual(Y/N) !! style="background:white"width="130" | Sec 1080.2.5.4 Required Rotation (turn) Tension Gauge Reading !! style="background:white"height="150"width="100" | <div style="transform:rotate(-90deg);">Equal or Greater Than !! style="background:white" width="130" | Sec 1080.2.5.4.5 Required Turn Test Tension<br />
|-<br />
| align="center" | 1 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | 2 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | 3 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | R1 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | R2 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
| align="center" | R3 || || align="center" | < || || || align="center" | > || || || || || align="center" | >= || <br />
|-<br />
! style="background:white" colspan="12" | Torque Formula (T=0.25P x Dia./12), T in ft-lbs, P in lbs, Bolt Dia. in inches <br />
|}<br />
</center><br />
<br />
'''Long Bolt Test''' <br />
# Measure the ratio of diameter/length of the bolt. <br />
# Place the bolt into the Skidmore and set it to snug tight (10% of installation tension in Sec 712.7.3 Bolt Tension Table). This is to be done with a spud wrench. The contractor should add washers until three to five threads are in the grip, if less than 3 threads, the test will fail. Mark reference rotation marks on the fastener assembly element turned and on face plate of Skidmore. (Mark starting point on bolt end, nut and calibrator face with straight line.) Note that some short bolts may require the shortbolt setup for the Skidmore. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]]<br />
# Turn the fastener with the wrench to be used for the daily testing in the field to the installation minimum tension in Sec 712.7.3 Bolt Tension Table. Stop and record the torque at that moment from the torque wrench and record the tension on the Skidmore. Verify the recorded torque does not exceed the maximum allowable torque (refer to Sec 1080.2.5.4.6 formula). Verify that the amount the nut has turned going to the minimum bolt tension is less than the specified nut rotation in Sec 712.7.6 Nut Rotation from Snug Tight Condition table.<br />
# Further turn the bolt according to Sec 1080.2.5.4.4. This rotation is measured from the initial match mark made in step 2. Record the tension achieved and then compare the tension at this point to the Turn Test Tension in Sec 1080.2.5.4.5 Required Bolt Tensions Table. The tension must be equal or greater than Turn Test Tension. <br />
# Remove the bolt and inspect for damage and record it on our form. Turn the nut by hand on the bolt threads to the position it was in during the test. Not being able to turn the nut by hand is thread failure.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Once the 3 tension and torque values have been obtained from Step 3, use the higher of the 3 numbers. <br />
<br />
Table 712.1.5.4.3.2 provides info about how to run the short bolt test for those bolts that are too short to fit into the Skidmore-Wilhelm short bolt setup tension measuring device and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="7" | Rotation Capacity Testing Steps for Calibrated Wrench Method (Sec 712.7.5) and Turn-Of-Nut Method (Sec 712.7.6)<br />
|-<br />
! colspan="7" | Table 712.1.5.4.3.2<br>Job Site Rotational Capacity Test (RoCap Test) – A325, 144 & A490 Short Hex Head Bolts<br />
|-<br />
! style="background: white" | Test No. !! style="background: white" width="130" | Sec 1080.2.5.4.5 Turn Test Tension (P) !! style="background: white" width="100" | 20% of Max. Turn Test Torque (T) !! style="background: white" width="100" | Maximum Calculated Turn Test Torque !! style="background: white" width="80" | Greater Than !! style="background: white" width="100" | Torque Gauge Reading at End of First Rotation !! style="background: white" width="150" | Visual Inspection of nut and bolt after Second Rotation (Acceptable/Not Acceptable)<br />
|-<br />
| align="center" | 1 || || || || align="center" | > || || <br />
|-<br />
| align="center" | 2 || || || || align="center" | > || || <br />
|-<br />
| align="center" | 3 || || || || align="center" | > || || <br />
|-<br />
| align="center" | R1 || || || || align="center" | > || || <br />
|-<br />
| align="center" | R2 || || || || align="center" | > || || <br />
|-<br />
| align="center" | R3 || || || || align="center" | > || || <br />
|-<br />
| align="left" style="background: white" colspan="7" | 20% Torque Formula (T = 0.20T), T in ft-lbs.<br />
|-<br />
| align="left" style="background: white" colspan="7" | Torque Formula (T=0.25P x Dia./12), T in ft-lbs., P in lbs., Bolt Dia. in inches<br />
|-<br />
| align="right" style="background: white" colspan="2" | First Rotation || align="left" style="background: white" colspan="5" | [L<= 4D, 1/3 turn (120°)], [4D< L<8D, 1/2 turn (180°)]<br />
|-<br />
| align="right" style="background: white" colspan="2" | Second Rotation || align="left" style="background: white" colspan="5" | A325 & 144 [L<= 4D, 1/3 turn (120°)], [4D< L<8D, 1/2 turn (180°)]<br>A490 [L<= 4D, 1/4 turn (90°)], [4D< L<8D, 1/3 turn (120°)]<br />
|}<br />
</center><br />
<br />
'''Short Bolt Test'''<br />
# Measure the ratio of diameter/length of the bolt and refer to Sec 712.7.6 on the installation rotation.<br />
# Place the bolt into the steel plate. The contractor should add washers until three to five threads are in the grip, if less than 3 threads the test will fail. Set it to snug tight (Not exceed 20% of maximum torque at first rotation). Maximum torque at first rotation is equal to Turn Test Tension, Sec 1080.2.5.4.5 and applying that tension to the torque formula in Sec 1080.2.5.4.6. This is to be done with a measuring torque wrench. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]]<br />
# Mark reference rotation marks on the fastener assembly element turned and on face of steel plate. (Mark starting point on bolt end, nut and steel plate face with straight line.)<br />
# Turn the fastener with the torque wrench to be used for the daily testing in the field to the rotation shown in Sec 712.7.6 Nut Rotation from Snug Tight Condition Table. Once the first target rotation has been reached, stop and record the torque at that moment from the torque wrench. Verify the recorded torque does not exceed the maximum torque. Maximum torque at first rotation is turn test tension, Sec 1080.2.5.4.5 with torque formula Sec 1080.2.5.4.6, as shown in step 2.<br />
# Further turn the bolt further according to Sec 1080.2.5.4.4. This rotation is measured from the initial match mark made in step 3. Assemblies that strip or fracture prior to this rotation fail the test. <br />
# Remove the bolt and inspect for damage and record it on our form. Turn the nut by hand on the bolt threads to the position it was in during the test. Not being able to turn the nut by hand is thread failure.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Once the 3 torque values have been obtained from Step 3, use the higher of the 3 torque numbers.<br />
<br />
'''Rotation Capacity Testing Steps For Twist Off Tension Control Bolt Method (Sec 712.7.7)'''<br />
<br />
The Twist Off Tension Control Bolt Method is less common. The bolt is designed to automatically verify that the bolts are not overtightened. The Rotational Capacity test in the field is to verify that the threads are not binding due to rust and dirt. This binding will give a false reading and cause the bolt spline to shear off prior to the design tension being achieved. Also due to the consistency of the bolt, there will not be a need to tighten the bolt to 1.15 times the Minimum Target Tension. The spline of the bolts will snap off within 5-10% of the designed tension of the fastener and exceed the Minimum Target Tension when properly lubricated.<br />
<br />
Table 712.1.5.4.3.3 provides info about how to run the test, and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="5" | Table 712.1.5.4.3.3<br>Rotation Capacity Testing Steps for Twist Off Tension Control Bolt Method (Section 712.7.7)<br />
|-<br />
! colspan="5" | Job Site Rotational Capacity Test A325TC/A490TC Bolts<br />
|-<br />
! style="background: white" width="80" | Test No. !! style="background: white" width="150" | Sec 712.7.3 1.05xMinimum Final Bolt Tension (P) !! style="background: white" width="80" | Less Than !! style="background: white" width="150" | Bolt Tension Gauge Reading (P) !! style="background: white" width="150" | Inspection Torque Calculated Value<br />
|-<br />
| align="center" | 1 || || align="center" | < || || <br />
|-<br />
| align="center" | 2 || || align="center" | < || || <br />
|-<br />
| align="center" | 3 || || align="center" | < || || <br />
|-<br />
| align="center" | R1 || || align="center" | < || || <br />
|-<br />
| align="center" | R2 || || align="center" | < || || <br />
|-<br />
| align="center" | R3 || || align="center" | < || || <br />
|-<br />
|align="left" style="background: white" colspan="5" | (Inspection Torque formula = 0.95 x 0.25 x Gauged Tension Reading x Bolt Dia. / 12; Bolt Dia. in inches)<br />
|}<br />
</center><br />
<br />
# Measure the ratio of diameter/length of the bolt. <br />
# Place the bolt into the Skidmore and set it to snug tight (10% of installation tension). This is to be done with a spud wrench. The contractor should add washers until only three threads are showing. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]]<br />
# Place the specialty tool used on the end of the bolt and tighten until the spline of the bolt snaps off.<br />
# Record the tension value on the Skidmore once the bolt has snapped.<br />
# Verify that the recorded value is greater than 1.05 times the Minimum Target Tension from Sec 712.7.3.<br />
# Remove the bolt and inspect for damage.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Once the 3 torque values have been calculated, use the higher of the 3 torque numbers.<br />
<br />
It is most important to verify plies were in contact when bolts were snugged and that a fastener was not subsequently loosened when accompanying splice bolts were tightened and compacted the splice faying surfaces into contact after other fasteners had been already tightened.<br />
<br />
'''Pre-Installation Verification Testing Steps for Torque & Angle (TNA) Fixed Spline Bolts - Combined Method (Sec 712.7.8)'''<br />
<br />
The Pre-Installation Verification Test for Combined Method uses the Skidmore-Wilhelm Bolt Tension Measuring Device or the Skidmore-Wilhelm short bolt setup.<br />
<br />
Table 712.1.5.4.3.4 provides info about how to run the test, and the information to be recorded.<br />
<br />
<center><br />
{| class="wikitable"<br />
|-<br />
! colspan="9" | Table 712.1.5.4.3.4<br>Pre-Installation Testing Steps for 144 TNA Fixed Spline Bolts - Combined Method (Section 712.7.8)<br />
|-<br />
! colspan="9" | '''Job Site Pre-Installation Verification Test – 144 TNA Fixed Spline Bolts'''<br />
|-<br />
! colspan="9" | Combined Method (Sec 712.7.8)<br />
|-<br />
! rowspan="2" | <div style="transform:rotate(-90deg);">Test No. !! colspan="4" | Part 1 !! colspan="4" | Part 2<br />
|-<br />
! style="background: white" width="150" | Initial Tension Torque Setting (T, ft-lbs) !! style="background: white" width="150" | Sec 712.7.3 Minimum Initial Bolt Tension (P, lbs) !! style="background: white" width="50" | <div style="transform:rotate(-90deg);">Less Than !! style="background: white" width="150" | Bolt Tension Gauge Reading (P, lbs) !! style="background: white" width="150" | <sup>a</sup>Rotation from Initial Tension (1/x Turn) !! style="background: white" width="150" | Sec 712.7.3 Minimum Final Bolt Tension (P, lbs) !! style="background: white "width="50" | <div style="transform:rotate(-90deg);">Less Than !! style="background: white" width="150" | Bolt Tension Gauge Reading (P, lbs)<br />
|-<br />
| align="center" | 1 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | 2 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | 3 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | R1 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | R2 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
| align="center" | R3 || || || align="center" | =< || || || || align="center" | =< || <br />
|-<br />
! style="background: white" colspan="9" | <sup>a</sup>Up to 4D = 90° (1/4 turn), >4D to 8D = 120° (1/3 turn), Bolt Length/Bolt Dia. (Length and Diameter in inches), >8D Consult the supplier<br />
|-<br />
! style="background: white" colspan="8" | Looking at the Manufacturer/Supplier Test Report for TNA Fixed Spline Structural Bolting Assembly,<br>record the highest torque value obtained on the samples on the Rotational Capacity Tests: || style="background: white" colspan="8" |<br />
|}<br />
</center><br />
<br />
# Measure the ratio of diameter/length of the bolt.<br />
# Place the bolt into the Skidmore. The contractor should add washers until three to five threads are in the grip, if less than 3 threads, the test will fail. Record the torque of the specialized tool capable of engaging the nut and bolt spline. [[image:712.1.5.4.3_Bolt-test_2022.png|right|280px]] <br />
# Tighten the assembly using the specialized tool on snug tightening setting. Record the bolt tension shown on the gauge at the end of tightening. Verify the recorded tension does exceed the minimum in bolt tension (refer to Sec 712.7.3 table). <br />
# Mark reference rotation marks on the fastener assembly element turned and on face plate of Skidmore. (Mark starting point on bolt end, nut and calibrator face with straight line.) Note that some short bolts may require the short bolt setup for the Skidmore.<br />
# Tighten the assembly using the specialized tool on angle tightening setting with angle setting dial set to the correct degree of nut rotation. Record the bolt tension shown on the gauge at the end of tightening. Verify the recorded tension does exceed the minimum final bolt tension (refer to Sec 712.7.3 table). Verify that the amount the nut has turned is the specified nut rotation.<br />
# Remove the bolt and inspect for damage and record it on our form. Turn the nut by hand on the bolt threads to the position it was in during the test. Not being able to turn the nut by hand is thread failure.<br />
# Repeat the process 2 additional times for each type of bolt assembly (Total of 3 tests per assembly lot).<br />
# Look at the manufacturer or supplier Test Report for the TNA Fixed Spline Structural Bolting Assembly to obtain the higher torque value obtained on the samples tested on the Rotational Capacity Test.<br />
<br />
=====712.1.5.4.4 Step 4, Installation=====<br />
The next step is to ensure the proper process is used in the assembly of structural steel. It is important that the contractor is placing temporary bolts, drift pins and permanent bolts in the correct pattern. Read Sec 712.5 for additional requirements when fitting-up the structural steel.<br />
<br />
The order in which bolts are tightened is important. If not done correctly, the plates will not be sandwiched tightly, and gaps will be introduced. Due to these being slip-critical connections, the joints need to experience 100% contact between all the plies. The contractor will need to start tightening the joints in the center of the plate, and then work radially out from the center to the extents of the joint. <br />
<br />
Once the bolts are tightened by the contractor using one of the four approved methods, MoDOT will be responsible to check a portion of the bolts. We will review 10% of the bolts, or two per lot, whichever is greater. If bolt issues are discovered, more bolts may need to be reviewed. The following steps are generally what is seen in the field. There may be differences per contractor, but MoDOT's roles and requirements should be the same across the state. <br />
<br />
:'''Contractor/QC:''' The contractor will be installing the bolts through various methods. It can be expected to see Turn-Of-Nut Method, Calibrated Wrench Method (Torque Wrench) or Combined Method. You could also see the contractor using Stall Out guns that are designed to stop spinning the bolts once a certain torque is reached. Sometimes air impact guns are used and have the air pressure adjusted to stop gun at torque desired using a Skidmore to verify they are exceeding the design tension of the fastener(s). This tool would be considered the Calibrated Wrench. This is an acceptable method, provided they do not change any conditions. They should run the RoCap Test with the equipment to be used. Once they change any part of the setup (add or remove an air hose, add an additional gun or item ran off of air hose supply, change air pressure, etc.), they will need to rerun the RoCap Test. If the contractor is using the Turn-Of-Nut Method or Combined Method, then they are not required to use a torque wrench on the nuts as well.<br />
<br />
:'''MoDOT/QA:''' Inspectors will have different checks based upon the type of verification used by the contractor. <br />
:If the contractor is using the Calibrated Wrench Method (Torque Wrench or Stall Out Gun) to check every bolt, MoDOT will use a torque wrench and will follow the Calibrated Wrench Method.<br />
:If the contractor is using the Turn-Of-Nut Method, MoDOT will follow two steps. We will visually watch the contractor install and snug tighten the fastener assembly, ensuring the plies are in contact. Bolts may be required to be snug tightened more than once as plies are pulled together with later bolts. Once all bolts are snug tight and ensuring the plies are in contact, verify that they are match marking the nut, bolt, and plies correctly. Then watch as they turn the nut (or bolt) to make sure the correct degree of rotation between the bolt and nut has been used. The unturned element should be restrained from turning during installation. A visual check of all the nuts (or bolts) turned so far can be quickly done to make sure they are marked, and that the marks are turned the correct amount. As a double check, the inspector will also take a torque wrench to check bolt torque on 10% of the bolts. If bolt issues are discovered, more bolts may need to be checked. Even if the contractor did not use a torque wrench to check the bolts, MoDOT inspectors will still use a torque wrench and record findings.<br />
:If the contractor is using the Combined Method, MoDOT will follow two steps. We will visually watch the contractor install and snug tighten the fastener assembly with specialized tool on snug tightening setting. Bolts may be required to be snug tightened more than once as plies are pulled together with later bolts. Once all bolts are snug tight and ensuring the plies are in contact, ensure that they are marking the nut, bolt, and plies correctly. Then watch as they tighten the fastener assembly with specialized tool on angle tightening setting with angle setting dial set to the correct degree of nut rotation. A visual check of all the nuts turned so far can be quickly done to make sure they are marked, and that the marks are turned the correct amount. As a double check, the inspector will also take a torque wrench to check bolt torque on 10% of the bolts. If bolt issues are discovered, more bolts may need to be checked. Even if the contractor did not use a torque wrench to check the bolts, MoDOT inspectors will still use a torque wrench and record findings.<br />
<br />
=====712.1.5.4.5 Step 5, Bolt Verification=====<br />
<br />
======712.1.5.4.5.1 Calibrated Wrench Method, Sec 712.7.5======<br />
The first option listed in the specification book is the Calibrated Wrench Method. This method will use a calibrated wrench to check that the torque delivered to the bolt is the minimum torque needed to induce the needed minimum tension, as shown in Sec 712.7.3. In order to do this, information must be available from the Rotational Capacity Test completed for each lot. <br />
<br />
Sec 712.7.5 states that when the calibrated wrench is used, it needs to be set 5-10% over the torque gauge value from Column 4 of the Rotational Capacity Test. Take the maximum Torque Gauge Reading from the Rotational Capacity Test and multiply by 1.05. This new value will be the one set onto the calibrated wrench. <br />
<br />
'''Day-to-Day Verification'''<br />
<br />
Each day the inspector will need to verify the installed bolts are correctly tensioned. Most of the time, MoDOT inspectors will use the contractor's equipment for the verification. The important thing is that the contractor is verifying the calibrated wrench daily. This will mean that the contractor will need to have the Skidmore on site each day to verify that the wrench is generating the correct tension at the torque it is reading. MoDOT inspectors will pick 10% of the bolts to also check bolt torque. The torque value MoDOT inspectors are checking is the maximum torque gauge reading generated from Step 3 of the Rotation Capacity Test.<br />
<br />
======712.1.5.4.5.2 Turn-Of-Nut Method, Sec 712.7.6======<br />
The second option listed in the specification book is the Turn-Of-Nut Method. This method uses the fact that the nuts must be turned to the rotation specified in Sec 712.7.6 to induce the needed minimum tension, as shown in Sec 712.7.3. In order to do this, verification will be needed from the RoCap Test completed for each lot. <br />
<br />
When the RoCap Test is run, in Step 3 is to verify the bolt rotation is less than that specified in Sec 712.7.6. Once this is verified, all the bolts can be tightened to the rotation needed and that will confirm that the needed tension has been achieved. This is provided that all the plies are in contact when snug tightened.<br />
<br />
'''Example'''<br />
<br />
On a project you are installing 7/8” diameter bolts that are 4” long. The RoCap test was performed on the bolt assemblies. When the bolts were tensioned during RoCap, they were tensioned to 39,050 lb. From the formula in Sec 1080.2.5.4.6, the maximum torque is to be 712 lb-ft. The bolt was torqued to 701 lb-ft, so it passes the RoCap test. During the test, the inspector also noted that the bolt nut turned 2 flats (or 1/3 of a turn). Sec 712.7.6 Nut Rotation from Snug Tight Condition table says that this bolt is to be turned 1/2 turn for Turn-Of-Nut in the field. Since the bolt achieved the minimum tension in 1/3 turn, we know that the turning it to 1/2 turn will achieve a higher tension value. If the RoCap test shows a higher turn value needed than the Sec 712.7.6 table, then further discussions should be had with the contractor about next steps before any bolts are installed in the field. <br />
<br />
'''Day-to-Day Verification''' [[image:712.1.5.4.5.2.jpg|right|200px]]<br />
<br />
For the day-to-day verifications, MoDOT inspectors will visually verify that the Turn-Of-Nut Method is completed correctly. MoDOT inspectors will review marks made by the contractor and make sure that there is a general comfort level with how the contractor is doing the work. In addition to this, MoDOT inspectors will pick 10% of the bolts to also check bolt torque. The torque value MoDOT inspectors are checking is the maximum torque gauge reading generated from Step 3 of the RoCap Test.<br />
<br />
The photograph to the right shows what the markings will look like when the Turn-Of-Nut Method is used. In order to perform the test, three marks are made: one on the nut, one on the bolt, and one on the steel plate underneath. To begin with, mark the nut at a corner, and follow that line all the way through to the steel. Notice the left side bolts are all starting in the same position. The right-side bolts have been rotated 1/3 of a turn, or two flats of the hex head. Notice how the bolt and the steel still line up, and only the nut has moved. Marking the bolt and steel ensures that the bolt does not move during tightening. The nut will show how much it has moved. Marking the hex head accordingly is a semi-permanent record that the test was run. This also provides the inspector with the necessary information to quickly verify tightness, but a random check of 10% of bolts with a torque wrench by the QA inspector shall still occur. The inspector will not have to tighten the bolts themselves but can witness the ironworker who is tightening some of the bolts to ensure they are following the proper procedure of the Turn-Of-Nut Method.<br />
<br />
======712.1.5.4.5.3 Twist Off Tension Control Bolt Method, Sec 712.7.7======<br />
[[image:712.1.5.4.5.3.jpg|right|175px]]<br />
<br />
The third option listed in the specification book is the Twist Off Tension Control Bolt Method. This method uses the fact that the bolts have been specially designed to shear off once a specific torque has been reached in the bolt. This torque has been correlated to the needed minimum tension as shown in Sec 712.7.3. In order to do this, the verification must be available from the Rotational Capacity Test completed for each lot. <br />
<br />
When the RoCap Test is run, there is one piece of information needed. The Tension Gauge Reading when the spline shears off. Since the spline shears off, and the tool cannot provide any more compactive effort, there is generally not a concern about overtightening the bolt provided that the bolt hardware is clean and well lubricated. Once the bolt shears off, the tension achieved is the final tension. The RoCapy Test will verify that the final tension is at or above the minimum bolt tension required in Sec 712.7.3.<br />
<br />
'''Day-to-Day Verification'''<br />
<br />
Since the specialty tool will shear the bolt off at the specified tension, the biggest piece to verify is done during the RoCap Test. Once that is done, the inspector just needs to ensure that the contractor is following the correct tightening procedure shown in Sec 712.7.7. Ensure that all plies are in contract when snug tight and that bolt hardware is clean and well lubricated. The QA Inspector should also perform checks of at least 10% of the fastener assemblies with a torque wrench to verify the fastener is tight using the Inspection Torque value (0.95 x 0.25 x highest gauged tension from RoCap Test x bolt diameter in inches / 12). If bolt issues are discovered, more bolts may need to be checked.<br />
<br />
======712.1.5.4.5.4 Combined Method (TNA Fixed Spline Bolts), Sec 712.7.8======<br />
The fourth option listed in the specification book is the Combined Method. This method uses the fact that the nuts must be turned, after initial bolt tensioning (snug), to the rotation specified in ASTM F3148 Table X2.2, Angle Tightening Rotation, to induce at least the required minimum final bolt tension, as shown in Sec 712.7.3. This pre-verification testing shall be performed as mentioned in Sec 712.7.8 (ASTM F3148 Appendix X2).<br />
<br />
'''Example'''<br />
<br />
On a project you are installing 7/8” diameter bolts that are 4” long. The pre-installation verification test was performed on the bolt assemblies. When the bolts were tensioned during initial bolt tensioning (snug), the torque used by the installation tool resulted in a tension of 33,000 lbs, greater than the required minimum tension of 22,000 lbs in the minimum initial bolt tension column in the Table in Sec 712.7.3. After the subsequent application of the 120 degrees (1/3 of a turn or 2 flats) rotation required in ASTM F3148 Table X2.2, the final tension result is 64,000 lbs, greater than the minimum final bolt tension of 49,000 in the Table in Sec 712.7.3.<br />
<br />
'''Day-to-Day Verification''' [[image:712.1.5.4.5.2.jpg|right|200px]]<br />
<br />
For the day-to-day verifications, MoDOT inspectors will visually verify that the Combined Method is completed correctly. They will review marks made by the contractor and make sure that there is a general comfort level with how the contractor is doing the work. In addition to this, MoDOT inspectors will pick 10% of the bolts to also check bolt torque. The torque value MoDOT inspector will use is the highest torque value record on the RoCap Test samples shown on the Manufacturer/Supplier Test Report for the TNA Fixed Spline Structural Bolting Assembly.<br />
<br />
The photograph to the right shows what the markings will look like when the Combined Method is used. In order to perform the test, three marks are made: one on the nut, one on the bolt, and one on the steel plate underneath after initial tensioning. Bolts may require initial tensioning (snug tightening) more than once as plies are pulled together. To begin with, mark the nut at a corner, and follow that line all the way through to the steel. Notice the left side bolts are all starting in the same position. The right-side bolts have been rotated 120°, 1/3 of a turn, or two flats of the hex head. Notice how the bolt and the steel still line up, and only the nut has moved. Marking the bolt and steel ensures that the bolt does not move during tightening. The nut will show how much it has moved. Marking the hex head accordingly is a semi-permanent record that the test was run. This also provides the inspector with the necessary information to quickly verify tightness, but a random check of 10% of bolts with a torque wrench by the QA inspector shall still occur. The inspector will not have to tighten the bolts themselves but can witness the ironworker who is tightening some of the bolts to ensure they are following the proper procedure of the Combined Method.<br />
<br />
===712.1.6 High Strength Anchor Bolts===<br />
When high strength anchor bolts are specified, ASTM F1554 Grade 55 anchor bolts shall be used unless higher grade anchor bolts are required by design. Grade 105 bolts shall not be used in applications where welding is required. Grade 36 anchor bolts are commonly referred to as “low-carbon” and may be used if specified on the plans. Grade 55 anchor bolts may be substituted for applications where Grade 36 is specified. To facilitate easy identification of anchor bolt, the following figure shows some of the typical bolt markings required by the ASTM specification. The end of the anchor bolt intended to project from the concrete shall be steel die stamped with the grade identification and color coded as follows.<br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! style="background:#BEBEBE" width="125"|Grade!! style="background:#BEBEBE" width="125"|Color Code!! style="background:#BEBEBE" width="150"|Identification<br />
|-<br />
|36 ||style="background:#FFFFFF"| [[image:712.1.5 azul.jpg|50px]] ||style="background:#FFFFFF"|AB36<br/>XYZ<br />
|-<br />
|55 ||style="background:#FFFFFF"| [[image:712.1.5 amarillo.jpg|50px]] ||style="background:#FFFFFF"|AB55<br/>XYZ<br />
|-<br />
|105|| style="background:#FFFFFF"| [[image:712.1.5 rojo.jpg|50px]] ||style="background:#FFFFFF"|AB105<br/>XYZ<br />
|}<br />
Note: XYZ represents the manufacturer’s identification mark.<br />
</center><br />
<br />
===712.1.7 Non-destructive Testing===<br />
In certain instances, non-destructive testing (NDT) may be required to be conducted on steel components of a bridge. The contractor will be responsible for providing and certified NDT technician to conduct the testing. This technician will usually be an employee of a third party inspection agency. Certification for NDT technicians will be in accordance with the requirements of The American Society for Nondestructive Testing (ASNT) Recommended Practice SNT-TC-1A. MoDOT does not maintain an approved list of NDT technicians. The Bridge Division does review certifications for testing agencies and keep a list of personnel of these agencies with their respective certifications. <br />
<br />
For projects that require NDT in the field, the inspector will collect the information from the contractor as to who will be providing the NDT services. The contractor shall submit the certifications to the Resident Engineer to be forwarded to the Bridge Division at [mailto:Fabrication@modot.mo.gov Fabrication@modot.mo.gov]. These certifications shall include the following documentation for each individual performing NDT: their certifications, current eye exam, and the NDT company written practice, including the Level III individual certification used for the written practice.<br />
<br />
At the Resident Engineer’s option, they may choose to keep a list of personnel who have performed NDT work for a quick reference for future projects. However, the Resident Engineer and the inspector will always request to see the current eye exam results prior the technician providing the NDT on these future projects.<br />
<br />
==712.2 Materials Inspection for Sec 712==<br />
<br />
===712.2.1 Scope===<br />
This guidance establishes procedures for inspecting and reporting those items specified in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] that are not always inspected by Bridge Division personnel or are not specifically covered in the Materials details of the Specifications. <br />
<br />
===712.2.2 Procedure===<br />
Normally all materials in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=11 Sec 712] will be inspected by Bridge Division personnel. Bolts, nuts and washers accepted by PAL may be delivered directly from the manufacturer to the project without prior inspection. When requested by the Bridge Division or construction office, the Construction and Materials Division will inspect fencing and other miscellaneous items. The Bridge Division is responsible for the inspection of shop coating of structural steel at fabricating plants. <br />
<br />
====712.2.2.1 Project Inspection and Sampling for PAL====<br />
Inspecting of PAL material will be as stated in this section and [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]].<br />
<br />
===712.2.3 Miscellaneous Materials===<br />
<br />
====712.2.3.1 High Strength Bolts====<br />
All bolts, nuts, and washers should be from a PAL supplier in accordance with [[106.12 Pre-Acceptance Lists (PAL)|Pre-Acceptance Lists (PAL)]]. If a supplier proposes to furnish structural steel connectors and is not on PAL, a request is to be made to the Construction and Material Division for acceptance into the PAL program. Once satisfactory submittals have been received, the supplier will be placed on the PAL. Bolts, nuts, and washers, for use other than bridge construction and in quantities less than 50, may be accepted from a PAL supplier without a PAL identification number.<br />
<br />
'''712.2.3.1.1 Manufacturer's Certification.''' Bolts and nuts specified to meet the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply with requirements of ASTM A307 and, if required, galvanized to comply with requirements of AASHTO M232 (ASTM A153), Class C or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55. Certification shall be retained by the shipper. A copy should be obtained when sampling at the shipper and submitted with the samples to the lab. <br />
<br />
All bolts, nuts and washers are to be identifiable as to type and manufacturer. Bolts, nuts, and washers manufactured to meet ASTM A307 will normally be identified on the packaging since no special markings are required on the item. Dimensions are to be as shown on the plans or as specified.<br />
<br />
Weight (mass) of zinc coating, when specified, is to be determined by magnetic gauge in the same manner as described for bolts and nuts in [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material|EPG 1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material]].<br />
<br />
Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. Samples shall be taken according to [[#712.2.3.2.1.1 ASTM A307 Bolts|EPG 712.2.3.2.1.1 ASTM A307 Bolts]].<br />
<br />
'''712.2.3.1.2''' High strength bolts, nuts, and washers specified shall meet the requirements of ASTM F3125 Grade A325. Bridge plans may also specify ASTM F3125 Grade 144 or A490 or ASTM F3148 Grade 144 high strength bolts. Field inspection shall include examination of the certifications or mill test reports; checking identification markings; and testing for dimensions. The certifications or mill test reports, conforming to EPG 712.2.3.1.1 Manufacturer's Certification, shall be retained in the district office. Samples for Laboratory testing shall be taken and submitted in accordance with EPG 712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts.<br />
<br />
====712.2.3.2 PAL Manufacturer Facilities Sampling====<br />
Prior to visiting a PAL supplier or manufacturer facility, the Cognos report “PAL Shipments Within Date Range” should be run for the facility to determine what material has been given MoDOT PAL numbers. For each PAL material, the sample shall consist of six pieces rather than determined from lot quantities as given in the following sections. An individual sample shall consist of bolts, nuts, or washers as these are treated as different materials in the PAL system. <br />
<br />
=====712.2.3.2.1 Sample sizes=====<br />
<br />
======712.2.3.2.1.1 ASTM A307 Bolts======<br />
Samples for Laboratory testing are only required when requested by the State Construction and Materials Engineer, or when field inspection indicates questionable compliance. When samples are taken, they are to be taken as shown in the following table. When galvanized bolts, nuts and washers are submitted to the Laboratory, a minimum of 3 samples of each are required for Laboratory testing. <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
|-<br />
|width="300"|3 for lots of 0 to 800 pcs. ||rowspan="4"|Each sample is to consist of one bolt, nut and washer. Submit for dimensions, weight (mass) of coating, mechanical properties. <br />
|-<br />
|6 for lots of 801 to 8,000 pcs. <br />
|-<br />
|9 for lots of 8,001 to 22,000 pcs. <br />
|-<br />
|15 for lots of 22,001+ pcs. <br />
|}<br />
</center><br />
<br />
======712.2.3.2.1.2 ASTM F3125 Grade A325, 144 or A490 Bolts and ASTM F3148 Grade 144 Bolts======<br />
Samples for Laboratory testing shall be taken and submitted as follows: All lots containing 501 or more, high strength bolts shall be sampled and submitted to the Laboratory for testing. If no lot offered contains 501 or more bolts, sample 10 percent of the lots offered, or one lot, whichever is greater. A lot is defined as all bolts of the same size and length, with the same manufacturer's lot identification, offered for inspection at one time. Samples shall be taken as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="300" style="background:#BEBEBE" |Number of Bolts in the Lot!! style="background:#BEBEBE" |Number of Bolts Taken for a Sample'''*'''<br />
|-<br />
| 0 through 800 || 3 <br />
|-<br />
| 801 through 8,000 || 6 <br />
|-<br />
| 8,001 through 22,000 || 9 <br />
|-<br />
| 22,001 plus || 15 <br />
|-<br />
|align="left" colspan="2"|'''*''' A minimum of 3 samples will be required for galvanized materials. <br />
|}<br />
</center><br />
<br />
All lots containing 501 or more, high strength nuts shall be sampled and submitted to the Laboratory for testing. If no lot offered contains 501 or more nuts, sample 10 percent of the lots offered or one lot, whichever is greater. A lot is defined as all nuts of the same grade, size, style, thread series and class, and surface finish, with the same manufacturer's lot identification, offered for inspection at one time. Samples shall be taken as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="300" style="background:#BEBEBE" |Number of Nuts in the Lot!! style="background:#BEBEBE" |Number of Nuts Taken for a Sample'''*'''<br />
|-<br />
| 0 through 800 ||1 <br />
|-<br />
|801 through 8,000 ||2 <br />
|-<br />
|8,001 through 22,000 ||3 <br />
|-<br />
|22,000 and over ||5 <br />
|-<br />
|align="left" colspan="2"|'''*''' A minimum of 3 samples will be required for galvanized materials. <br />
|}<br />
</center><br />
<br />
All lots containing 501 or more, high strength washers shall be sampled and submitted to the Laboratory for testing. If no lot offered contains 501 or more washers, sample 10 percent of the lots offered, or one lot, whichever is greater. A lot is defined as all washers of the same type, grade, size and surface finish, with the same manufacturer's lot identification, offered for inspection at one time. Samples shall be taken as follows: <br />
<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
! width="300" style="background:#BEBEBE" |Number of Washers in the Lot!!style="background:#BEBEBE" | Number of Washers Taken for a Sample'''* '''<br />
|-<br />
| 0 through 800 || 1 <br />
|-<br />
|801 through 8,000 || 2 <br />
|-<br />
|8,001 through 22,000 || 3 <br />
|-<br />
|22,000 and over || 5 <br />
|-<br />
|align="left" colspan="2"|'''*''' A minimum of 3 samples will be required for galvanized materials. <br />
|}<br />
</center><br />
<br />
=====712.2.3.2.2 Bolts for Highway Lighting, Traffic Signals or Highway Signing=====<br />
Bolts, nuts, and washers for highway lighting, traffic signals, or highway signing shall meet the requirements given in EPG 712.2.3.1.2 High Strength Bolts. Samples for Central Laboratory testing are only required when requested by the State Construction and Materials Engineer or when field inspection indicates questionable compliance.<br />
<br />
====712.2.3.3 Slab Drains====<br />
Slab drains are to be accepted on the basis of field inspection of dimensions, weight (mass) of zinc coating, and a satisfactory fabricators certification. The dimensions, weight (mass) of zinc coating, and material specification requirements are shown on the bridge plans.<br />
<br />
Field determination of weight (mass) of coating is to be made on each lot of material furnished. The magnetic gauge is to be operated and calibrated in accordance with ASTM E376. At least three members of each size and type offered for inspection are to be selected for testing. A single-spot test is to be comprised of at least five readings of the magnetic gauge taken in a small area and those five readings averaged to obtain a single-spot test result. Three such areas should be tested on each of the members being tested. Test each member in the same manner. Average all single-spot test results from all members to obtain an average coating weight (mass) to be reported. The minimum single-spot test result would be the minimum average obtained on any one member. Material may be accepted or rejected for galvanized coating on the basis of magnetic gauge. If a test result fails to comply with the specifications, that lot should be resampled at double the original sampling rate. If any of the resampled members fail to comply with the specification, that lot is to be rejected. The contractor or supplier is to be given the option of sampling for Laboratory testing, if the magnetic gauge test results are within minus 15 percent of the specified coating weight (mass).<br />
<br />
A fabricators certification shall be submitted to the engineer in triplicate stating that "The steel used in the fabrication of the slab drains was manufactured to conform to ASTM A709" or "A500, A501" as the case may be.<br />
<br />
====712.2.3.4 Miscellaneous Structural Steel====<br />
Other structural steel items not requiring shop drawings also require inspection. Inspection includes a fabricator's certification identifying the source and grade of steel, as well as verification of dimensions and inspection of any coating applied. The report is to include the grade of steel, coating applied, and results of inspection.<br />
<br />
==712.3 Lab Testing==<br />
<br />
===712.3.1 Scope===<br />
This establishes procedures for Laboratory testing and reporting samples of structural steel, bolts, nuts, and washers and for welding qualifications.<br />
<br />
===712.3.2 Procedure===<br />
<br />
====712.3.2.1 Chemical Tests - Bolts, Nuts, and Washers====<br />
Thickness of coating shall be determined in accordance with ASTM F2329 or where mechanically galvanized shall meet the coating thickness, adherence, and quality requirements of ASTM B659, Class 55. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8 Laboratory Testing Guidelines for Sec 1020|Laboratory Testing Guidelines for Sec 1020]]. Original test data and calculations shall be recorded in Laboratory workbooks.<br />
<br />
====712.3.2.2 Physical Tests - Bolts and Nuts====<br />
Original test results and calculations shall be reported through AASHTOWare Project. <br />
<br />
'''Low carbon steel bolts and nuts''' shall be tested according to ASTM A307. Tests are to be as follows:<br />
:(a) Bolts shall be tested for dimensions, hardness, and tensile strength.<br />
:(b) Nuts shall be tested for dimensions, hardness, and proof load.<br />
<br />
Due to the shape and length of some bolts and the shape of some nuts, it may not be possible or required to determine the tensile strength of the bolts or the proof load of the nuts.<br />
<br />
'''High strength bolts, nuts, and washers''' shall be tested according to ASTM F3125 Grade A325, 144 or A490 or ASTM F3148 Grade 144. Tests are to be as follows:<br />
:(a) Bolts shall be tested for dimensions, markings, hardness, proof load, and tensile strength.<br />
:(b) Nuts shall be tested for dimensions, markings, hardness, and proof load.<br />
:(c) Washers shall be tested for hardness.<br />
<br />
Due to the shape and length of some bolts and the size of some nuts, it may not be possible or required to determine the proof load and tensile strength of the bolts or the proof load of the nuts.<br />
<br />
===712.3.3 Sample Record===<br />
The sample record shall be completed in AASHTOWARE Project (AWP), as described in [[:Category:101 Standard Forms#Sample Record, General|AWP MA Sample Record, General]], and shall indicate acceptance, qualified acceptance, or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the report to clarify conditions of acceptance or rejection.<br />
<br />
Test results for bolts, nuts and washers shall be reported through AWP.<br />
<br />
[[image:712.3.3.jpg|center|1050px]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.36_Driven_Piles&diff=58594751.36 Driven Piles2026-05-06T14:12:37Z<p>Hoskir: /* 751.36.4.1 Structural Steel HP Pile - Details */ updated per RR4181</p>
<hr />
<div>[[image:Main Page July 17, 2013.jpg|right|350px]]<br />
==751.36.1 General==<br />
<br />
'''Accuracy Required'''<br />
<br />
All capacities shall be taken to the nearest 1 (one) kip, loads shown on plans.<br />
<br />
===751.36.1.1 Maximum Specified Pile Lengths===<br />
<br />
:{|<br />
|Structural Steel Pile||width="25"| ||No Limit<br />
|-<br />
|Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile||width="25"| ||No Limit <br />
|}<br />
It is not advisable to design pile deeper than borings. If longer pile depth is required to meet design requirements, then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as required pile length.<br />
<br />
===751.36.1.2 Probe Pile===<br />
{|style="padding: 0.3em; margin-left:15px; border:1px solid #a9a9a9; text-align:center; font-size: 95%; background:#ffddcc" width="210px" align="right" <br />
|-<br />
|'''Asset Management'''<br />
|-<br />
|[https://spexternal.modot.mo.gov/sites/cm/CORDT/or10010.pdf Report 2009]<br />
|-<br />
|'''See also:''' [https://www.modot.org/research-publications Research Publications]<br />
|}<br />
<br />
Length shall be estimated pile length + 10’.<br />
<br />
When probe piles are specified to be driven-in-place, they shall not be included in the number of piles indicated in the [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table “FOUNDATION DATA” Table].<br />
<br />
===751.36.1.3 Static Load Test Pile===<br />
<br />
When Static Load Test Pile is specified, the nominal axial compressive resistance value shall be determined by an actual static load test.<br />
<br />
For preboring for piles, see [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 702].<br />
<br />
===751.36.1.4 Preliminary Geotechnical Report Information===<br />
<br />
The foundation can be more economically designed with increased geotechnical information about the specific project site.<br />
<br />
Soil information should be reviewed for rock or refusal elevations. Auger hole information and rock or refusal data are sufficient for piles founded on rock material to indicate length of piling estimated. Standard Penetration Test information is especially desirable at '''each''' bent if friction piles are utilized or the depth of rock exceeds approximately 60 feet.<br />
<br />
===751.36.1.5 Geotechnical Redundancy===<br />
<br />
'''Pile Nonredundancy (20 percent resistance factor reduction)'''<br />
<br />
Conventional bridge pile foundations:<br />
<br />
For pile cap footings where a small pile group is defined as less than 5 piles, reduce pile geotechnical and structural resistance factors shown in LRFD Table 10.5.5.2.3-1.<br />
<br />
For pile cap bents, the small pile group definition of less than 5 piles is debatable in terms of nonredundancy and applying a resistance factor reduction. The notion of a bridge collapse or a pile cap bent failure directly related to the failure of a single pile or due to its pile arrangement in this instance, or ignoring the strength contribution of the superstructure via diaphragms in some cases would seem to challenge applying the small pile group concept to pile bent systems as developed in NCHRP 508 and alluded to in the LRFD commentary. In terms of reliability, application of this factor could be utilized to account for exposed piling subject to indeterminable scour, erosion, debris loading or vehicular impact loadings as an increased factor of safety.<br />
<br />
For integral and non-integral end bent cap piles, the reduction factor need not be considered for less than 5 piles due to the studied infrequency of abutment structural failures (NCHRP 458, p. 6) and statewide satisfactory historical performance.<br />
<br />
For intermediate bent cap piles, the reduction factor need not be considered for less than 5 piles under normal design conditions. It may be considered for unaccountable loading conditions that may be outside the scope of accountable strength or extreme event limit state loading and is specific to a bridge site and application and is therefore utilized at the discretion of the Structural Project Manager or Structural Liaison Engineer. Further, if applied, it shall be utilized for determining pile length if applicable, lateral and horizontal geotechnical and structural resistances. Alternatively, a minimum of 5 piles may save consideration and cost. <br />
<br />
Any substructure with a pile foundation can be checked for structural redundancy if necessary by performing structural analyses considering the hypothetical transference of loads to presumed surviving members of a substructure like columns or piles (load shedding). This direct analysis procedure could be performed in place of using a reduction factor for other than pile cap footings.<br />
<br />
For major bridges, the application of pile redundancy may take a stricter direction. See the Structural Project Manager or Structural Liaison Engineer.<br />
<br />
===751.36.1.6 Waterjetting===<br />
<br />
Waterjetting is a method available to contractors to aid in driving piles. If the drivability analysis indicates difficulty driving piles then it can be assumed that the contractor may use waterjetting to aid in driving the piles. The [[media:751.36.1 Waterjeting.docx|Commentary on Waterjetting]] discusses items to consider when there is a possibility of the use of waterjetting.<br />
<br />
===751.36.1.7 Restrike===<br />
<br />
In general, designers should NOT require restrikes unless the Geotechnical Section requires restrike because it delays construction and makes it harder for contractors to estimate pile driving time on site. The Geotechnical Section shall show on borings data a statement indicating either "No Restrike Recommended" or "Restrike Recommended", with requirements.<br />
<br />
==751.36.2 Steel Pile==<br />
<br />
===751.36.2.1 Material Properties===<br />
<br />
====751.36.2.1.1 Structural Steel HP Pile====<br />
<br />
Structural Steel HP piling shall be ASTM A709 Grade 50 (fy = 50 ksi) steel.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles without prior confirmation of the availability of the material.<br />
<br />
====751.36.2.1.2 Cast-In-Place (CIP) Pile====<br />
<br />
Welded or Seamless steel shell (Pipe) for CIP piling shall be ASTM A252 Modified Grade 3 <br />
<br />
:(f<sub>y</sub> = 50 ksi, E<sub>s</sub> = 29,000 ksi)<br />
<br />
'''Concrete'''<br />
{|style="text-align:left"<br />
|Class B - 1 Concrete (Substructure)||width="50"| ||''f'<sub>c</sub>''= 4.0 ksi <br />
|}<br />
Modulus of elasticity, <br />
:<math>E_c = 33000 K_1(w^{1.5}_c)\sqrt{f'_c}</math><br />
<br />
Where: <br />
<br />
:''f'<sub>c</sub>'' in ksi <br />
:''w<sub>c</sub>'' = unit weight of nonreinforced concrete = 0.145 kcf <br />
:''K<sub>1</sub>'' = correction factor for source of aggregate <br />
::= 1.0 unless determined by physical testing <br />
<br />
'''Reinforcing Steel '''<br />
{|style="text-align:left"<br />
|Minimum yield strength, ||width="50"| || ''f<sub>y</sub>'' = 60.0 ksi <br />
|-<br />
|Steel modulus of elasticity, ||width="50"| || ''E<sub>s</sub>'' = 29000 ksi <br />
|}<br />
<br />
===751.36.2.2 Steel Pile Type===<br />
<br />
Avoid multiple sizes and/or types of pilings on typical bridges (5 spans or less). Also using same size and type of pile on project helps with galvanizing.<br />
<br />
There are two types of piles generally used by MoDOT. They are structural steel HP pile and close-ended pipe pile (cast-in-place, CIP). Open ended pipe pile (cast-in-place, CIP) can also be used. Structural steel piling are generally referred to as HP piling and two different standard AISC shapes are typically utilized: HP12 x 53 and HP14 x 73. Pipe piling are generally referred to as cast-in-place or CIP piling because concrete is poured and cast in steel shells which are driven first or pre-driven.<br />
<br />
====751.36.2.2.1 Structural Steel HP Pile====<br />
<center><br />
{|style="text-align:center"<br />
|+'''HP Size'''<br />
!width="100pt"|Section||width="25"| ||width="100pt"|Area<br />
|-<br />
|HP 12 x 53|| ||15.5 sq. in.<br />
|-<br />
|HP 14 x 73|| ||21.4 sq. in.<br />
|}<br />
</center><br />
The HP 12 x 53 section shall be used unless a heavier section produces a more economical design or required by a Drivability Analysis.<br />
<br />
====751.36.2.2.2 Cast-In-Place (CIP) Pile====<br />
<center>'''Cast-In-Place (CIP) (Welded or Seamless Steel Shell (Pipe)) Pile Size''' <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Outside Diameter!!Minimum Nominal Wall<br/>Thickness (By Design) !!Common Available Nominal Wall<br/>Thicknesses <br />
|-<br />
|14 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|16 inch||1/2”|| 1/2” and 5/8”<sup>2</sup><br />
|-<br />
|20 inch<sup>1</sup>||1/2”|| 1/2” and 5/8”<br />
|-<br />
|24 inch<sup>1</sup>||1/2”|| 1/2”, 5/8” and 3/4”<br />
|-<br />
|colspan="3" align="left"|<sup>'''1'''</sup> Use when required to meet KL/r ratio or when smaller diameter CIP do not meet design.<br />
|-<br />
|colspan="3" align="left"|<sup>'''2'''</sup> 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
|}<br />
</center><br />
Use minimum nominal wall thickness which is preferred. When this wall thickness is inadequate for structural strength or for driving (drivability), then a thicker wall shall be used. Specify the required wall thickness on the plan details. The contractor shall determine the pile wall thickness required to avoid damage during driving or after adjacent piles have been driven, but not less than the minimum specified. <br />
<br />
Minimum tip elevation must be shown on plans. Criteria for minimum tip elevation shall also be shown. The following information shall be included on the plans:<br />
<br />
:“Minimum Tip Elevation is required _______________.” Reason must be completed by designer such as:<br />
::*for lateral stability<br />
::*for required tension or uplift pile capacity<br />
::*to penetrate anticipated soft geotechnical layers<br />
::*for scour*<br />
::*to minimize post-construction settlements<br />
::*for minimum embedment into natural ground<br />
<br />
::'''*'''For scour, estimated maximum scour depth (elevation) must be shown on plans.<br />
<br />
:Guidance Note: Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line in [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table foundation data table].<br />
<br />
==751.36.3 Pile Point Reinforcement==<br />
<br />
Pile point reinforcement is also known as a pile tip (e.g., pile shoe or pile toe attachments). <br />
<br />
===751.36.3.1 Structural Steel HP Pile===<br />
<br />
Pile point reinforcement shall be required for all HP piles required to be driven to bear on rock regardless of pile strength used for design loadings or geomaterial (soils with or without gravel or cobbles) to be penetrated. Pile point reinforcement shall be manufactured in one piece of cast steel. Manufactured pile point reinforcements are available in various shapes and styles as shown in FHWA-NHI-16-010, Figure 16-5. <br />
<br />
===751.36.3.2 Cast-In-Place (CIP) Pile===<br />
<br />
For CIP piles, use pile point reinforcement if boulders or cobbles or dense gravel are anticipated.<br />
<br />
Geotechnical Section shall recommend when pile point reinforcement is needed and type of pile point reinforcement on the Foundation Investigation Geotechnical Report.<br />
<br />
<u>For Closed Ended Cast-In-Place Concrete Pile (CECIP)</u><br />
<br />
Two types are available.<br />
<br />
:'''1. “Cruciform”''' type should be used as recommended and for hard driving into soft rock, weathered rock, and shales. It will continue to develop end bearing resistance while driving since an exposed flat closure plate is included with this point type. The closure plate acts to distribute load to the pile cross sectional area.<br />
:'''2. “Conical”''' type should be used as recommended and when there is harder than typical driving conditions, for example hard driving through difficult soils like heavily cobblestoned, very gravelly, densely layered soils. Severely obstructed driving can cause CIP piles with conical points to deflect. Conical pile points are always the more expensive option. <br />
<br />
<u>For Open Ended Cast-In-Place Concrete Pile (OECIP)</u><br />
<br />
One type is available.<br />
<br />
:'''“Open Ended Cutting Shoe”''' type should be used as recommended and when protection of the pipe end during driving could be a concern. It is also useful if uneven bearing is anticipated since a reinforced tip can redistribute load and lessen point loading concerns. <br />
<br />
:Open ended piles are not recommended for bearing on hard rock since this situation could create inefficient point loading that could be structurally damaging.<br />
<br />
When Geotechnical Section indicates that pile point reinforcement is needed on the boring log, then the recommended pile point reinforcement type shall be shown on the plan details. Generally this information is also shown on the Design layout.<br />
<br />
For pile point reinforcement detail, see<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="400" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
<br />
</center> <br />
<br />
==751.36.4 Anchorage of Piles for Seismic Details==<br />
<br />
===751.36.4.1 Structural Steel HP Pile - Details===<br />
'''<font color="purple">[MS Cell]</font color="purple">'''<br />
<br />
Use standard seismic anchorage detail for all HP pile sizes. Modify detail (bolt size, no. of bolts, angle size) if seismic and geotechnical analyses require increased uplift resistance. Follow AASHTO 17th Ed. LFD or AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS).<br />
<br />
:[[image:751.36.4.1 2026.png|center]]<br />
<br />
===751.36.4.2 Cast-In-Place (CIP) Pile - Details===<br />
<center><br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto" style="text-align:center"<br />
|+ <br />
| style="background:#BEBEBE" width="300" |'''[http://www.modot.org/business/consultant_resources/bridgestandards.htm Bridge Standard Drawings]'''<br />
|-<br />
|align="center"|[http://www.modot.org/business/standard_drawings2/pile_new_title_block.htm Pile]<br />
|}<br />
</center><br />
<br />
==751.36.5 Design Procedure==<br />
<br />
*Structural Analysis<br />
*Geotechnical Analysis<br />
*Drivability Analysis<br />
<br />
===751.36.5.1 Design Procedure Outline===<br />
<br />
*Determine foundation load effects from the superstructure and substructure for Service, Strength and Extreme Event Limit States. <br />
*If applicable, determine scour depths, liquefaction information and pile design unbraced length information. <br />
*Determine if downdrag loadings should be considered. <br />
*Select preliminary pile size and pile layout.<br />
*Perform a Static Pile Soil Interaction Analysis. Estimate Pile Length and pile capacity.<br />
*Based on pile type and material, determine Resistance Factors for Structural Strength (<math>\, \phi_c</math> and <math>\, \phi_f</math>).<br />
*Determine:<br />
**Maximum axial load effects at toe of a single pile<br />
**Maximum combined axial & flexural load effects of a single pile <br />
**Maximum shear load effect for a single pile<br />
**Uplift pile reactions<br />
*Determine Nominal and Factored Structural Resistance for single pile <br />
**Determine Structural Axial Compression Resistance<br />
**Determine Structural Flexural Resistance<br />
**Determine Structural Combined Axial & Flexural Resistance<br />
**Determine Structural Shear Resistance<br />
*Determine method for pile driving acceptance criteria<br />
*Determine Resistance Factor for Geotechnical Resistance (<math>\, \phi_{stat}</math>) and Driving Resistance (<math>\, \phi_{dyn}</math>).<br />
*If other than end bearing pile on rock or shale, determine Nominal Axial Geotechnical Resistance for pile.<br />
*Determine Factored Axial Geotechnical Resistance for single pile.<br />
*Determine Nominal pullout resistance if pile uplift reactions exist.<br />
*Check for pile group effects.<br />
*Resistance of Pile Groups in Compression <br />
*Check Drivability of all pile (bearing and friction pile) using the Wave equation analysis. <br />
*Review Static Pile Soil Interaction Analysis and pile lengths for friction pile. <br />
*Show proper Pile Data on Plan Sheets ([https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table Foundation Data Table]).<br />
<br />
===751.36.5.2 Structural Resistance Factor (ϕ<sub>c</sub> and ϕ<sub>f</sub>) for Strength Limit State===<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="right" width="850"|'''LRFD 6.5.4.2'''<br />
|}<br />
<br />
'''For integral end bent simple pile design,''' use Φ<sub>c</sub> = 0.35 for CIP steel pipe piles and HP piles. See [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|Figure 751.35.2.4.2]].<br />
<br />
'''For pile at all locations where integral end bent simple pile design is not applicable,''' use the following:<br />
<br />
::The structural resistance factor for axial resistance in compression is dependent upon the expected driving conditions. When the pile is subject to damage due to severe driving conditions where use of pile point reinforcement is necessary: <br />
<br />
:::Steel Shells (Pipe): <math> \phi_c </math>= 0.60 <br />
:::HP Piles: <math> \phi_c </math>= 0.50<br />
<br />
::When the pile is subject to good driving conditions where use of pile point reinforcement is not necessary:<br />
<br />
:::Steel Shells (Pipe) Piles: <math> \phi_c </math>= 0.70 <br />
:::HP Piles: <math> \phi_c </math>= 0.60 <br />
<br />
::For HP piles, pile point reinforcement is always required when HP piles are anticipated to be driven to rock and proofed. Driving HP piles to rock is considered severe driving conditions for determination of structural resistance factor. However, driving HP piles through overburden not likely to impede driving to deep rock or preboring to rock for setting piles are two situations that could be considered as less than severe. Further, driving any steel pile through soil without rubble, boulders, cobbles or very dense gravel could be considered good driving conditions for determination of structural resistance factor. Consult the Structural Project Manager or Structural Liaison Engineer. <br />
<br />
::The structural resistance factor for combined axial and flexural resistance of undamaged piles:<br />
:::Axial resistance factor for HP Piles: <math> \phi_c </math>= 0.70 <br />
:::Axial resistance for Steel Shells (Pipe): <math> \phi_c </math>= 0.80 <br />
:::Flexural resistance factor for HP Piles or Steel Shells: <math> \phi_f </math>= 1.00 <br />
<br />
::For Extreme Event Limit States, see LRFD 10.5.5.3.<br />
<br />
<div id="751.36.5.3 Geotechnical Resistance"></div><br />
<br />
===751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)=== <br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|align="center" width="850"|'''LRFD Table 10.5.5.2.3-1'''<br />
|}<br />
<br />
The factors for Geotechnical Resistance (<math> \phi_{stat}</math>) and Driving Resistance (<math> \phi_{dyn}</math>) will usually be different because of the different methods used to determine the nominal bearing resistance. Caution should be used if the difference in factors for Geotechnical Resistance and Driving Resistance are great as it can lead to issues with pile overruns. Also see [[#751.36.5.9 Estimate Pile Length and Check Pile Capacity|EPG 751.36.5.9]].<br />
<br />
'''Geotechnical Resistance Factor, <math> \phi_{stat}</math>:'''<br />
<br />
The Geotechnical Resistance factor is based on the static method used by the designer in determining the nominal bearing resistance. Unlike the Driving Resistance factor the Geotechnical Resistance factor can vary with the soil layers. If Geotechnical Resistance factors are not provided by the Geotechnical Engineer, values may be selected from LRFD Table 10.5.5.2.3-1. For Extreme Event Limit States see LRFD 10.5.5.3.<br />
<br />
'''Driving Resistance Factor, <math> \phi_{dyn}</math>:'''<br />
<br />
The Driving Resistance factor shall be selected from LRFD Table 10.5.5.2.3-1 based on the method to be used in the field during construction to verify nominal axial compressive resistance. <br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! Verification Method !! Resistance Factor,<br/><math> \phi_{dyn}</math><br />
|-<br />
|FHWA-modified Gates Dynamic Pile Formula<br/>(End of Drive condition only)||0.40<br />
|-<br />
| Wave Equation Analysis (WEAP) || 0.50<br />
|-<br />
| Dynamic Testing (PDA) on 1 to 10% piles||0.65<br />
|-<br />
|Other methods||Refer to LRFD Table 10.5.5.2.3-1<br />
|}<br />
</center><br />
<br />
Use [https://epg.modot.org/index.php/751.50_Standard_Detailing_Notes#G7._Steel_HP_Pile EPG 751.50 Standard Detailing Note G7.3] on plans as required for end bearing piles driven to rock. This requirement shall apply to any type of rock meaning weak to strong rock including stronger shales where HP piling is anticipated to meet refusal. The verification method shown on the plans is only used to verify the nominal axial compressive resistance prior to reaching practical refusal. If the practical refusal criterion is met the field verification method shown on the plans is no longer considered valid.<br />
<br />
For end bearing piles tipped in shale, sandstone, or rock of uncertain strength at any loading where the likelihood of pile damage is increased, the Foundation Investigation Geotechnical Report (FIGR) should give a recommendation for dynamic pile testing (PDA) or no PDA. For most end bearing piles, where a recommendation for field verification is not given in the FIGR, the designer will need to determine whether gates or WEAP is required for the pile driving verification method based on the loading demands on the pile or other factors.<br />
<br />
For piles bearing on hard rock with MNACR less than 600 kips, FHWA-modified Gates Dynamic Pile Formula should be listed as verification method, and practical refusal criterion should control end of driving criteria. FHWA-modified Gates Dynamic Pile Formula is not considered accurate for pile loading (Minimum Nominal Axial Compressive Resistance) exceeding 600 kips. When pile loading exceeds 600 kips, use wave equation analysis, dynamic testing, or other method. Consideration should be given to using additional piles to reduce the MNACR below 600 kips. <br />
<br />
Under special circumstances when rock limits or conditions are nonuniform, WEAP should be considered in order to limit pile damage since it requires further scrutiny of the site conditions with the proposed pile driving system.<br />
<br />
Dynamic Testing is recommended for projects with friction piles.<br />
<br />
===751.36.5.4 Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction===<br />
<br />
Downdrag and Losses to Geotechnical Resistance due to Scour and Liquefaction (kips), '''LRFD 10.7.3.6, 10.7.3.7, and AASHTO Guide Specifications for LRFD Seismic Bridge Design (SGS) 6.8.'''<br />
<br />
Downdrag, liquefaction and scour all reduce the available skin friction capacity of piles. Downdrag <math>\, (DD)</math> is unique because it not only causes a loss of capacity, but also applies a downward force to the piles. This is usually attributed to embankment settlement. However, downdrag can also be caused by a non-liquefied layer overlying a liquefied layer. Review geotechnical report for downdrag and liquefaction information.<br />
<br />
===751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile ===<br />
<br />
The PNDC equations provided herein assume the piles are continually braced. This assumption is applicable for the portion of piling below ground or confined by solid wall encasement. If designing a pile bent structure, scour exists or liquefaction exists, then the pile shall be checked considering the appropriate unbraced length.<br />
<br />
'''Structural Steel HP Piles'''<br />
<br />
:<math>\, PNDC = 0.66^\lambda F_y A_S</math><br />
<br />
:Since we are assuming the piles are continuously braced, then <math>\,\lambda</math>= 0. <br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pile<br />
|-<br />
|<math>\, A_S</math>||is the area of the steel pile<br />
|}<br />
<br />
'''Welded or Seamless Steel Shell (Pipe) Cast-In-Place Piles (CIP Piles)'''<br />
<br />
:<math>\, PNDC = 0.85 f'_c Ac+F_y A_{st}</math><br />
<br />
:{|<br />
|<math>\, F_y</math>||is the yield strength of the pipe pile<br />
|-<br />
|valign="top"|<math>\, A_{st}</math>||is the area of the steel pipe (deducting 12.5 % ASTM tolerance and 1/16 inch corrosion where appropriate.)<br />
|-<br />
|<math>\, f'_c</math>||is the concrete compressive strength at 28 days<br />
|-<br />
|<math>\, Ac</math>|| is the area of the concrete inside the pipe pile<br />
|}<br />
<br />
:Maximum Load during pile driving = <math>\, 0.90 (f_y A_{st})</math><br />
<br />
Welded or Seamless Steel Shell shall be ASTM A252 Modified Grade 3 (50 ksi). ASTM A252 states “the wall thickness at any point shall not be more than 12.5% under the specified nominal wall thickness.” AASHTO recommends deducting 1/16” of the wall thickness due to corrosion (LRFD 5.13.4.5.2). Corrosion need not be considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis deduct 12.5% of specified nominal wall thickness (ASTM A252). For structural design deduct 12.5 % (ASTM A252) and 1/16” for corrosion (LRFD 5.13.4.5.2) from specified nominal wall thickness.<br />
<br />
===751.36.5.6 Preliminary Factored Axial Design Capacity (PFDC) of an Individual Pile ===<br />
<br />
:PFDC = Structural Factored Axial Compressive Resistance – Factored Downdrag Load<br />
<br />
===751.36.5.7 Design Values for Steel Pile=== <br />
====751.36.5.7.1 Integral End Bent Simple Pile Design ====<br />
The following design values may be used for integral end bents where the simple pile design method is applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design. <br />
<br />
=====751.36.5.7.1.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4,5</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.35|| 271|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.35|| 375|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. <br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States.<br />
<br/><br/>'''<sup>5</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.5 for structural resistance factor (LRFD 6.5.4.2)<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]]. <br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.1.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Axial Compressive Resistance Factor, (Φ<sub>c</sub>)<sup>1,3</sup> = 0.35 <br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
|-<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup><br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup><br/>Area<br/>of<br/>Steel<br/>Pipe,<br/>sq. in. !! Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>P<sub>n</sub><sup>5,6,7</sup>,<br/>kips !! Structural<br/>Factored Axial<br/>Compressive<br/>Resistance<sup>1,7,8</sup>,<br/>kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>6</sup>,<br/>LRFD 10.7.8,<br/>kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 323 || 831<br />
|-<br />
| 12.75 || 0.625<sup>9</sup> || 0.55 || 22.84 || 1142 || 400 || 1028<br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 371 || 955<br />
|-<br />
| 14.75 || 0.625<sup>9</sup> || 0.55 || 26.28 || 1314 || 460 || 1183<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 468 || 1202<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 580 || 1492<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 564 || 1450<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 700 || 1801<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 835 || 2148<br />
|-<br />
| colspan="8" align="left" |<br />
'''<sup>1</sup>'''Values are applicable for Strength Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Use (Φ<sub>c</sub>) = 0.35 instead of 0.6 for structural axial compressive resistance factor (LRFD 6.5.4.2). Since ϕ<sub>dyn</sub> >> Φ<sub>c</sub> the maximum nominal driving resistance may not control.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only.<br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br />
'''<sup>9</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile.<br />
<br />
'''Notes: '''<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans. <br/>ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1.<br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
====751.36.5.7.2 General Pile Design====<br />
<br />
The following design values are recommended for general use where the simple pile design method is not applicable per [[751.35 Concrete Pile Cap Integral End Bents#751.35.2.4.2 Pile Design|EPG 751.35.2.4.2 Pile Design]]. These values are not applicable for soils subject to liquefaction or scour where unbraced lengths may alter the design.<br />
<br />
=====751.36.5.7.2.1 Design Values for Individual HP Pile=====<br />
<br />
<center><br />
F<sub>y</sub> = 50 ksi. End Bearing Piles (HP piles) anticipated to be driven to rock.<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!Pile Size!!A<sub>s</sub><br/>Area,<br/>sq. in.!!Structural<br/>Nominal<br/>Axial<br/>Compressive<br/>Resistance<br/>PNDC<sup>1,2</sup>,<br/>kips!!Φ<sub>c</sub><br/>Structural<br/>Resistance<br/>Factor<sup>4</sup>,<br/>LRFD 6.5.4.2!!Structural<br/>Factored<br/>Axial<br/>Compressive<br/>Resistance<sup>2,3,4</sup>,<br/>kips!!0.9*ϕ<sub>da</sub>*F<sub>y</sub><br/>Maximum<br/>Nominal<br/>Driving<br/>Stress,<br/>LRFD 10.7.8,<br/>ksi<br />
|-<br />
|HP 12x53|| 15.5|| 775|| 0.5|| 388|| 45.00<br />
|-<br />
|HP 14x73|| 21.4|| 1070|| 0.5|| 535|| 45.00<br />
|-<br />
|colspan="6" align="left"|'''<sup>1</sup>''' Structural Nominal Axial Compressive Resistance for fully embedded piles only. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e., intermediate pile cap bent).<br/><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br/>&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; = (Maximum factored axial loads / ϕ<sub>dyn</sub>) ≤ Structural nominal axial compressive resistance, PNDC &nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;LRFD 10.5.5.2.3<br/><br/><br />
'''<sup>2</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered.<br />
<br/><br/>'''<sup>3</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance.<br />
<br/><br/>'''<sup>4</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br/><br/><br/>'''Notes:<br />
<br/><br/>ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation.&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD Table 10.5.5.2.3-1<br />
<br/><br/>For more information about selecting pile driving verification methods refer to [[751.36_Driven_Piles#751.36.5.3_Geotechnical_Resistance_Factor_.28.CF.95stat.29_and_Driving_Resistance_Factor_.28.CF.95dyn.29|EPG 751.36.5.3 Geotechnical Resistance Factor (ϕ<sub>stat</sub>) and Driving Resistance Factor (ϕ<sub>dyn</sub>)]].<br />
<br/><br/>Drivability analysis shall be performed for all HP piles using Delmag D19-42. Do not show minimum hammer energy on plans. <br />
<br/><br/>Check drivability for all HP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]] <br />
<br/><br/>For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|}<br />
</center><br />
<br />
=====751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile=====<br />
<br />
<center><br />
Modified Grade 3 F<sub>y</sub> = 50 ksi; F'<sub>c</sub> = 4 ksi; Structural Resistance Factor, (Φ<sub>c</sub>)<sup>'''1'''</sup> = 0.6<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
! colspan="8" | Unfilled Pipe For Axial Analysis<sup>2</sup> !! colspan="5" | Concrete Filled Pipe For Flexural Analysis<sup>3</sup> <br />
|-<br />
! Pile Outside Diameter O.D., in. !! Pile Inside Diameter I.D., in. !! Minimum Wall Thickness, in. !! Reduced Wall thick. for Fabrication (ASTM A252), in. !! A<sub>s</sub>,<sup>4</sup> Area of Steel Pipe, sq. in. !! Structural Nominal Axial Compressive Resistance, P<sub>n</sub><sup>5,6,7</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,8</sup>, kips !! 0.9*ϕ<sub>da</sub>*F<sub>y</sub>*A<sub>s</sub> Maximum<br/>Nominal<br/>Driving<br/>Resistance<sup>5,6</sup>, LRFD 10.7.8, kips !! Reduced Wall Thick. for Corrosion (1/16"), LRFD 5.13.4.5.2, in. !! A<sub>st</sub>,<sup>9</sup> Net Area of Steel Pipe, sq. in. !! A<sub>c</sub> Concrete Area, sq. in. !! Structural Nominal Axial Compressive Resistance PNDC<sup>5,7,10</sup>, kips !! Structural Factored Axial Compressive Resistance<sup>1,7,10</sup>, kips<br />
|-<br />
| rowspan="2" | 14 || 13 || 0.5 || 0.44 || 18.47 || 923 || 554 || 831 || 0.375 || 15.76 || 133 || 1239 || 743<br />
|-<br />
| 12.75 || 0.625<sup>'''11'''</sup> || 0.55 || 22.84 || 1142 || 685 || 1028 || 0.484 || 20.14 || 128 || 1441 || 865 <br />
|-<br />
| rowspan="2" | 16 || 15 || 0.5 || 0.44 || 21.22 || 1061 || 637 || 955 || 0.375 || 18.11 || 177 || 1506 || 904 <br />
|-<br />
| 14.75 || 0.625<sup>'''11'''</sup> || 0.55 || 26.28 || 1314 || 788 || 1183 || 0.484 || 23.18 || 171 || 1740 || 1044<br />
|-<br />
| rowspan="2" | 20 || 19 || 0.5 || 0.44 || 26.72 || 1336 || 801 || 1202 || 0.375 || 22.83 || 284 || 2105 || 1263<br />
|-<br />
| 18.75 || 0.625 || 0.55 || 33.15 || 1658 || 995 || 1492 || 0.484 || 29.27 || 276 || 2402 || 1441<br />
|-<br />
| rowspan="3" | 24 || 23 || 0.5 || 0.44 || 32.21 || 1611 || 966 || 1450 || 0.375 || 27.54 || 415 || 2790 || 1674<br />
|-<br />
| 22.75 || 0.625 || 0.55 || 40.03 || 2001 || 1201 || 1801 || 0.484 || 35.36 || 406 || 3150 || 1890<br />
|-<br />
| 22.5 || 0.75 || 0.66 || 47.74 || 2387 || 1432 || 2148 || 0.594 || 43.08 || 398 || 3506 || 2103<br />
|-<br />
| colspan="13" align="left" |<br />
'''<sup>1</sup>''' Values are applicable for Strength Limit States. Modify value for other Limit States.<br />
<br />
'''<sup>2</sup>''' Use to determine preliminary number of pile and pile size. For piles predominantly embedded and tipped in cohesionless soils the maximum loads provided in [[#751.36.5.10 Pile Nominal Axial Compressive Resistance|EPG 751.36.5.10]] will control.<br />
<br />
'''<sup>3</sup>''' Pipes placed in prebored holes in rock can use filled pipe capacity for axial plus flexural resistance. Therefore, number of piles should be based on this capacity assuming rock is infinitely more stiff. This recognizes that pile driving is not a concern.<br />
<br />
'''<sup>4</sup>''' Corrosion NOT considered at construction stage and for drivability analysis and static analysis. For drivability analysis and static analysis use reduced pipe nominal wall thickness, 12.5%, for fabrication (ASTM A252).<br />
<br />
'''<sup>5</sup>''' Structural Nominal Axial compressive resistance for fully embedded piles only. Value in table is a raw number and is the value used to determine the factored resistance. Structural Nominal Axial Compressive Resistance for unsupported piles shall be determined in accordance with LRFD 10.7.3.13.1. (i.e. Intermediate pile cap bent). <br />
<br />
'''<sup>6</sup>''' Minimum Nominal Axial Compressive Resistance = Required nominal driving resistance, R<sub>ndr</sub><br />
<br />
&nbsp; &nbsp; &nbsp; = Maximum factored axial loads / ϕ<sub>dyn</sub> ≤ Structural nominal axial compressive resistance, P<sub>n</sub> and &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; LRFD 10.5.5.2.3<br />
<br />
&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; ≤ Maximum nominal driving resistance.<br />
<br />
'''<sup>7</sup>''' Axial Compressive Resistance values shown above shall be reduced when downdrag is considered<br />
<br />
'''<sup>8</sup>''' Maximum factored axial load per pile ≤ Structural factored axial compressive resistance<br />
<br />
'''<sup>9</sup>''' Net area of steel pipe, A<sub>st</sub>, assumes a 12.5% fabrication reduction (ASTM A252) and 1/16" (LRFD 5.13.4.5.2) reduction in pipe nominal wall thickness for corrosion. <br />
<br />
'''<sup>10</sup>''' Use for lateral load analysis. Resistance value includes filled pipe based on net area of steel pipe, A<sub>st</sub> (12.5% fab. reduction and 1/16” corr. reduction in nominal pipe wall thickness).<br />
<br />
'''<sup>11</sup>''' 5/8” wall thickness is less commonly available than the smaller wall thicknesses of pipe pile. <br />
<br />
'''Notes:<br />
<br />
Drivability analysis shall be performed for all CIP piles (unfilled pipe) using Delmag D19-42. Do not show minimum hammer energy on plans.<br />
<br />
Check drivability for all CIP Pile in accordance with [[#751.36.5.11 Check Pile Drivability|EPG 751.36.5.11]].<br />
<br />
Require dynamic pile testing for field verification for all CIP piles on the plans.<br />
<br />
ϕ<sub>dyn</sub> = 0.65 = Dynamic Testing resistance factor to be used to estimate nominal pile resistance during pile installation. This value may be increased if static load testing is specified per LRFD Table 10.5.5.2.3-1. <br />
<br />
For additional design requirements, see [[#751.36.5.1 Design Procedure Outline|EPG 751.36.5.1]].<br />
|} <br />
</center><br />
<br />
===751.36.5.8 Additional Provisions for Pile Cap Footings===<br />
'''Pile Group Layout:'''<br />
<br />
P<sub>u</sub> = Total Factored Vertical Load.<br />
<br />
Preliminary Number of Piles Required = <math>\, \frac{Total\ Factored\ Vertical\ Load}{PFDC}</math><br />
<br />
Layout a pile group that will satisfy the preliminary number of piles required. Calculate the maximum and minimum factored load applied to the outside corner piles assuming the pile cap/footing is perfectly rigid. The general equation is as follows:<br />
<br />
Max. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} + \frac {M_{ux} Y_i}{\Sigma Y_i^2} + \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
Min. Load = &nbsp; <math>\, \frac {P_u}{Total\ No.\ of\ Piles} - \frac {M_{ux} Y_i}{\Sigma Y_i^2} - \frac {M_{uy} X_i}{\Sigma X_i^2}</math><br />
<br />
The maximum factored load per pile must be less than or equal to PFDC for the pile type and size chosen. If not, the pile size must be increased or additional piles must be added to the pile group. Reanalyze until the pile type, size and layout are satisfactory.<br />
<br />
<br />
'''Pile Uplift on End Bearing Piles and Friction Piles:'''<br />
<br />
:'''Service - I Limit State:'''<br />
<br />
::Minimum factored load per pile shall be ≥ 0.<br />
::Tension on a pile is not allowed for conventional bridges.<br />
<br />
:'''Strength and Extreme Event Limit States:'''<br />
<br />
::Uplift on a pile is not preferred for conventional bridges.<br />
::Maximum Pile Uplift load = │Minimum factored load per pile│ - │Factored pile uplift resistance│ ≥ 0<sup>'''1'''</sup> <br />
<br />
:::'''Note:''' Compute maximum pile uplift load if value of minimum factored load is negative.<br />
<br />
::::<sup>'''1'''</sup> The minimum factored load (maximum tensile load) per pile should preferably not result in uplift for the Strength and Extreme Event Limit States. Pile uplift for the Strength and Extreme Event limit states may be permitted by SPM or SLE based on infrequent uplift load cases and small magnitudes of uplift. This decision is based on the presumed difficulty of a pile cap footing to rotate, specifically for it to be able to rotate on piles driven to rock. When pile uplift is allowed, the necessity of top pile cap reinforcement shall be investigated and the standard anchorage detail for HP pile per [[#751.36.4.1 Structural Steel HP Pile - Details|EPG 751.36.4.1 Structural Steel HP Pile - Details]] shall be used.<br />
<br />
<br />
'''Resistance of Pile Groups in Compression'''&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;'''LRFD 10.7.3.9'''<br />
<br />
If the cap is not in firm contact with the ground and if the soil at the surface is soft, the individual nominal resistance of each pile (751.36.5.5) shall be multiplied by an efficiency factor, <math>\eta</math>, based on pile spacing.<br />
<br />
===751.36.5.9 Estimate Pile Length and Check Pile Capacity===<br />
<br />
====751.36.5.9.1 Estimated Pile Length====<br />
<br />
'''Friction Piles:'''<br />
<br />
Estimate the pile length required to achieve the minimum nominal axial compressive resistance, R<sub>ndr</sub>, for establishment of contract pile quantities. Perform a static analysis to determine the nominal resistance profile of the soil. For each soil layer the appropriate resistance factor, ϕ<sub>stat</sub>, shall be applied to account for the reliability of the static analysis method chosen in order to create a factored resistance profile. The penetration depth would then occur at the location where the factored resistance profile intercepts the factored load. Similarly, for a uniform soil layer the adjusted nominal resistance, R<sub>nstat</sub>, can be determined from the equation below.<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|ϕ<sub>dyn</sub> x R<sub>ndr</sub> = ϕ<sub>stat</sub> x R<sub>nstat</sub> ≥ Factored Load||width="450"| ||LRFD C10.7.3.3-1<br />
|}<br />
<br />
Where:<br />
:ϕ<sub>dyn</sub> = see [[#751.36.5.3 Geotechnical Resistance|EPG.751.36.5.3]]<br />
:R<sub>ndr</sub> = Minimum nominal axial compressive resistance = Required nominal driving resistance<br />
:ϕ<sub>stat</sub> = Static analysis resistance factor per LRFD Table 10.5.5.2.3-1 or as provided by the Geotechnical Engineer. Factors for side friction and end bearing may be different.<br />
:R<sub>nstat</sub> = Adjusted Nominal resistance due to static analysis reliability<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible in computations or software to calculate the geotechnical resistance and for estimating the length of pile. <br />
<br />
It is not advisable to design pile deeper than available borings or to reach capacity within the bottom 3 to 5 feet of borings. If a longer pile depth is needed to meet design requirements then request Geotechnical Section to provide deeper borings or increase the number of piles which will reduce load per pile as well as the required pile length. <br />
<br />
For friction pile the top five feet of soil friction resistance may be neglected with SPM or SLE approval for possible disturbance from MSE wall excavation prior to driving pile.<br />
<br />
'''End Bearing Piles:'''<br />
<br />
The estimated pile length is the distance along the pile from the cut-off elevation to the estimated tip elevation considering any penetration into rock. The estimated tip elevation shall not be shown on plans for end bearing piles. <br />
<br />
The geotechnical material above the estimated end bearing tip elevation shall be reviewed for the presence of glacial till or similar layers. If these layers are present, then a static analysis shall be performed to verify if the required pile resistance is reached at a higher elevation due to pile friction capacity.<br />
<br />
====751.36.5.9.2 Check Pile Geotechnical Capacity (Axial Loads Only)====<br />
<br />
Use the same methodology outlined in [[#751.36.5.9.1 Estimated Pile Length|EPG 751.36.5.9.1 Estimated Pile Length]].<br />
<br />
====751.36.5.9.3 Check Pile Structural Capacity (Combined Axial and Bending)====<br />
<br />
Structural design checks which include lateral loading and bending shall be accomplished using the appropriate structural resistance factors.<br />
<br />
===751.36.5.10 Pile Nominal Axial Compressive Resistance ===<br />
<br />
The minimum nominal axial compressive resistance, R<sub>ndr</sub>, must be calculated and shown on the final plans. The factored axial compressive resistance will be used to verify the pile group layout and loading. The minimum nominal axial compressive resistance will be used in construction field verification methods to obtain the required nominal driving resistance. <br />
<br />
:Minimum Nominal Axial Compressive Resistance = Required Nominal Driving Resistance, R<sub>ndr</sub> <br />
::::::::::::::: = Maximum factored axial loads/ϕ<sub>dyn</sub><br />
<br />
:ϕ<sub>dyn</sub> = Resistance factor of the dynamic method to be used to estimate nominal pile resistance during pile installation. LRFD 10.5.5.2.3.1<br />
<br />
The value of R<sub>ndr</sub> shown on the plans shall be the greater of the value required at the '''Strength limit state and Extreme Event limit state'''. This value shall not be greater than the structural nominal axial compressive resistance of the steel HP pile nor shall it exceed the maximum nominal driving resistance of the steel shell for CIP piles. See [[#751.36.5.5 Preliminary Structural Nominal Axial Design Capacity (PNDC) of an individual pile |EPG 751.36.5.5]].&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; LRFD 10.7.7<br />
<br />
<br />
For friction piles predominantly embedded and tipped in cohesionless soils the minimum nominal axial compressive resistance should be limited to the values shown in the following table. Please seek approval from the SPM or SLE before exceeding the limits provided.<br />
<br />
<center>'''Maximum Axial Loads for Friction Pile in Cohesionless Soils'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!rowspan="3"|Pile Type !!rowspan="3"|Minimum Nominal<br/>Axial Compressive<br/>Resistance (R<sub>ndr</sub>)<sup>'''1'''</sup><br/>(kips)<br/>!!colspan="3"|Maximum Factored Axial Load (kips)<br />
|-<br />
!Dynamic Testing!!Wave Equation<br/>Analysis!!FHWA-modified<br/>Gates Dynamic<br/>Pile Formula<br />
|-<br />
!ϕ<sub>dyn</sub>= 0.65 !!ϕ<sub>dyn</sub> = 0.50 !!ϕ<sub>dyn</sub> = 0.40<br />
|-<br />
|CIP 14” ||210 ||136 ||105 ||84<br />
|-<br />
|CIP 16” ||240 ||156 ||120 ||96<br />
|-<br />
|CIP 20” ||300 ||195 ||150 ||120<br />
|-<br />
|CIP 24” ||340 ||221 ||170 ||136<br />
|-<br />
|colspan="5" align="left"|<sup>'''1'''</sup> The minimum nominal axial compressive resistance values are correlated to match the maximum design tonnage values used in past ASD practice. A factor of safety of 3.5 is used to determine the equivalent R<sub>ndr</sub>.<br />
|}<br />
</center><br />
<br />
===751.36.5.11 Check Pile Drivability===<br />
<br />
Drivability of the pile through the soil profile shall be investigated using Wave equation analysis program or other available software. Designers may import soil resistances from a static analysis program or input soil values directly into Wave equation analysis program to perform drivability.<br />
<br />
If soil values are to be directly input into Wave equation analysis program, enter in values of sand and clay layers with specific values of cohesion or internal friction angle or just by uncorrected blow count values obtained from borings. <br />
<br />
Drivability analysis shall be performed by the designer for all pile types (bearing pile and friction pile) using the Delmag D19-42 hammer with manufacturer recommendations. The drivability analysis shall confirm that the pile can be driven to the minimum tip elevation, rock elevation or reach the minimum nominal axial compressive resistance prior to refusal and without overstressing the pile. If the drivability analysis shows overstress or refusal prior to reaching the desired depth a lighter or heavier hammer from the table below may be used to confirm constructability. The drivability analysis is not intended to confirm that a pile can be driven through rock (shales, sandstones, etc…) where the likelihood of pile damage is increased and PDA is recommended to reduce loads and monitor pile stresses in the field. The drivability analyses performed by the designer do not waive the responsibility of the contractor in selecting the appropriate pile driving system per Sec 702.3.5 (also discussed below).<br />
<br />
Use soil profiles from borings and mimic soil characteristics as closely as possible for computations or in software to perform drivability analysis of any kind of pile.<br />
<br />
'''Structural steel HP Pile:'''<br />
<br />
Drivability analysis shall be performed for two cases: <br />
:1. Box shape <br />
:2. Perimeter <br />
<br />
Drivability shall be performed considering existing condition without considering any excavation/ disturbance (i.e., possible disturbance to top 5 feet of soil from MSE wall excavation prior to driving pile), liquefaction or future scour loss.<br />
<br />
'''Hammer types:'''<br />
<center>'''Pile Driving Hammer Information For GRLWEAP'''<br />
{|border="1" style="text-align:center;" cellpadding="5" align="center" cellspacing="0"<br />
!colspan="3"|Hammer used in the field per survey response (2017) <br />
|-<br />
!GRLWEAP ID!!Hammer name!!No. of Responses<br />
|-<br />
|41||Delmag D19-42<sup>1</sup>|| 13<br />
|-<br />
|40||Delmag D19-32 || 6<br />
|-<br />
|38||Delmag D12-42 || 4<br />
|-<br />
|139||ICE 32S ||4<br />
|-<br />
|15||Delmag D30-32|| 2<br />
|-<br />
| ||Delmag D25-32 ||2<br />
|-<br />
|127||ICE 30S|| 1<br />
|-<br />
|150||MKT DE-30B|| 1<br />
|-<br />
|colspan="3"|<sup>'''1</sup>''' Delmag series of pile hammers is the most popular, with the D19-42 being the most widely used. <br />
|}<br />
</center><br />
'''Hammer usage in the field will be surveyed every five years. The above results will be revised according to the new survey and the most widely used hammer will be selected for drivability analysis.'''<br />
<br />
The contractor is responsible for determining the hammer energy required to successfully drive the pile to the minimum tip elevation and to reach the minimum nominal axial compressive resistance specified on the plans. The contractor shall perform a drivability analysis to select an appropriate hammer size to ensure the pile can be driven without overstressing the pile and to prevent refusal of the pile prior to reaching the minimum tip elevation. The contractor shall plan pile driving activities and submit hammer energy requirements to the engineer for approval before driving. <br />
<br />
Practical refusal is defined at 20 blows/inch or 240 blows per foot. <br />
<br />
Driving should be terminated immediately once 30 blows/inch is encountered.<br />
<br />
:{| style="margin: 1em auto 1em auto"<br />
|-<br />
|'''Nominal Driving Stress'''||width="840"| ||'''LRFD 10.7.8'''<br />
|}<br />
:Nominal driving stress ≤ 0.9*ϕ<sub>da</sub>*F<sub>y</sub><br />
::For structural steel HP pile, Maximum nominal driving stress = 45 ksi<br />
::For CIP pile, Maximum nominal driving resistance, see [[#751.36.5.7.2.1 Design Values for Individual HP Pile|EPG 751.36.5.7.1.2]] or [[#751.36.5.7.2.2 Design Values for Individual Cast-In-Place (CIP) Pile|EPG 751.36.5.7.2.2]] (unfilled pipe for axial analysis). <br />
<br />
If analysis indicates the piles do not have sufficient structural or geotechnical strength or drivability issues exist, then consider increasing the number of piles.<br />
<br />
===751.36.5.12 Information to be Included on the Plans===<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#A1._Design_Specifications.2C_Loadings_.26_Unit_Stresses EPG 751.50 A1 Design Specifications, Loadings & Unit Stresses] for appropriate design stresses to be included in the general notes.<br />
<br />
See [https://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes#E2._Foundation_Data_Table EPG 751.50 E2 Foundation Data Table] for appropriate data to be included in the foundation data table for HP pile and CIP pile and any additional notes required below the table. See [https://www.modot.org/pile-pile Bridge Standard Drawings “Pile”] for CIP data table.<br />
<br />
<br />
<br />
<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes&diff=58593751.50 Standard Detailing Notes2026-05-06T14:11:31Z<p>Hoskir: /* H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings) */ h9.48 updated per RR4181</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="300px" align="right" <br />
|-<br />
|align="center"| '''Copying Detailing Notes from EPG to MicroStation Drawings'''<br />
|-<br />
|'''<font color="purple">[MS Cell]</font color="purple">''' in the standard detailing notes indicates those notes are available in MicroStation note cells because of the drawing associated with the note. <br />
|-<br />
|Please refer to [[media:751.50 Copying Detailing Notes May 2014.docx|Copying Detailing Notes from EPG to MicroStation Drawings]] for additional information.<br />
|}<br />
'''Underlined Portions of Notes:''' Underlined portions of standard detailing notes that are not applicable may be omitted.<br />
<br />
<br />
== A. General Notes ==<br />
<br />
=== A1. Design Specifications, Loadings & Unit Stresses and Standard Plans===<br />
<br />
'''The format for these notes as they would appear on the plans is as follows with the indention shown being optional. For additional applicable notes for MSE walls, see [[#J. MSE Wall Notes (Notes for Bridge Standard Drawings)|J. MSE Wall Notes]].'''<br />
<br />
:'''General Notes:'''<br />
<br />
::''' Design Specifications:'''<br />
:::A1.1<br />
<br />
::'''Design Loading:'''<br />
:::A1.2<br />
<br />
::''' Design Unit Stresses:'''<br />
::: A1.3 <br />
<br />
::'''Standard Plans: '''<br />
:::A1.4<br />
<br />
<br />
'''(A1.1) Design Specifications: '''<br />
<br />
'''Use for all LRFD standard culverts-bridge designs in which the design and/or details are completely covered by the Missouri Standard Plans for Highway Construction and/or EPG 751.8 in accordance with the following design specifications. '''<br />
<br />
:::2010 AASHTO LRFD Bridge Design Specifications and 2010 Interim Revisions<br />
<br />
'''Use for all LRFD bridge final designs initiated on or after June 1, 2020.'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
<br />
'''Use for all LRFD bridge final designs initiated before June 1, 2020.'''<br />
<br />
:::2017 AASHTO LRFD Bridge Design Specifications (8th Ed.)<br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated after June 1, 2024.'''<br />
<br />
:::<u>2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.)</u><br />
:::<u>Seismic Design Category = A</u> (<u>Nonseismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category =</u> <u>B</u> <u>C</u> <u>D</u> (<u>Complete Seismic Analysis</u> <u>Seismic Details plus Abutment Seismic Design</u>)<br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>__(2)</u> <br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated before June 1, 2024.'''<br />
<br />
:::<u>2011 AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Ed.) and 2014 Interim Revisions</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category = __</u> <br />
:::<u>Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> = __</u><br />
:::<u>Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = __</u> <br />
<br />
'''Use for all LFD bridge final designs.'''<br />
:::2002 AASHTO LFD (17th Ed.) Standard Specifications<br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = __</u><br />
:::<u>Acceleration Coefficient = __ </u><br />
:::<u>Bridge Deck Rating = (1)</u><br />
<br />
'''Use for all LRFD retaining wall (Conventional retaining wall, MSE wall or other) final designs. For additional applicable notes for MSE walls, see [[751.50_Standard_Detailing_Notes#J._MSE_Wall_Notes_.28Notes_for_Bridge_Standard_Drawings.29|J. MSE Wall Notes]].'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
:::2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.) <br />
:::<u>Seismic Design Category = A (Seismic Zone 1)</u><br />
:::<u>Seismic Design Category = B (Seismic Zone 2)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = C (Seismic Zone 3)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = D (Seismic Zone 4) (Seismic Analysis)</u><br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>(2)</u><br />
<br />
(1) Use when repairing concrete deck. The rating (3 to 9) is from the bridge inspection report.<br />
<br />
(2) Use value for A<sub>s</sub> per Geotech report/Design layout or N/A if not reported in Geotech report/Design layout. If A<sub>s</sub> > 0.75 then use A<sub>s</sub> = 0.75.<br />
<br />
(3) Use “No seismic analysis” if retaining wall is not supporting another structure foundation (i.e. not supporting abutment fill or building) and only if Geotech report allow this option.<br />
<br />
<div id="(A1.2) Design Loading:"></div><br />
'''(A1.2) Design Loading:'''<br />
<br />
'''Use for all LRFD bridge, retaining wall and culvert final designs.'''<br />
::Vehicular = HL-93 <u>minus lane load</u> (1)<br />
:: <u>No</u> <u>Future Wearing Surface</u> <u>= 35 lb/sf</u><br />
::<u>Defense Transporter Erector Loading</u><br />
::Earth = 120 lb/cf (4 6)<br />
::Equivalent Fluid Pressure = <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
'''Use for all LFD bridge final designs.'''<br />
::<u>HS20-44</u> <u>HS20 Modified</u> <u>(4)</u> <u>(5)</u> <br />
::<u>35 lb/sf</u> <u>No</u> Future Wearing Surface<br />
::<u>Military 24,000 lb Tandem Axle</u> <u>(5)</u> <br />
::<u>Defense Transporter Erector Loading</u> <u>(5)</u> <br />
::Earth 120 lb/cf, Equivalent Fluid Pressure <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::Fatigue Stress - <u>Case I</u> <u>Case II</u> <u>Case III</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
For rehabilitation of decks originally designed using above loads, specify using current wording when the original wording varies from that now used (“Military” used to be specified as “Modified”). <br />
<br />
(1) Include for all culverts and culverts-bridges unless lane load is used.<br />
<br />
(2) For bridges and retaining walls use "45 lb/cf (Min.)" unless the Ø angle requires using a larger value. For box culverts use "30 lb/cf (Min.), 60 lb/cf (Max.)".<br />
<br />
(3) Use with all prestressed concrete structures. Omit underline portions for single spans. <br />
<br />
(4) For rehabilitation of decks originally designed using loads other than those shown, specify loading as shown on original plans.<br />
<br />
(5) For rehabilitation of decks specify the original design year in parentheses, e.g. (1965).<br />
<br />
(6) Unless different value is provided in the Geotechnical report.<br />
<br />
<br />
'''(A1.3) Use for LRFD. (For ASD, LFD, and allowable stresses, see Development Section.)'''<br />
<br />
::'''Design Unit Stresses:'''<br />
::{|<br />
|Class B Concrete (Substructure)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B Concrete (Retaining Wall)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B-2 Concrete (Drilled Shafts & Rock Sockets)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Superstructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except<br/> &nbsp; Prestressed <u>Girders</u> <u>Beams</u> and Barrier) || ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Substructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Box Culvert)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Barrier)|| ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except Barrier)|| ||valign="bottom"| f'c = 4,000 psi (1)<br />
|-<br />
|Reinforcing Steel (Grade 40)|| ||f<sub>y</sub> = 40,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A615 Grade 60)|| ||f<sub>y</sub> = 60,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A706 Grade 60)|| ||f<sub>y</sub> = 60,000 psi (2)<br />
|-<br />
| Structural Carbon Steel (ASTM A709 Grade 36) || ||f<sub>y</sub> = 36,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS70W)|| ||f<sub>y</sub> = 70,000 psi<br />
|-<br />
|Structural Steel HP Pile (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi <br />
|-<br />
|Welded or Seamless steel shell (pipe) for CIP pile (ASTM A252 Modified Grade 3)||width="20"| || f<sub>y</sub> = 50,000 psi<br />
|-<br />
|colspan="3"|For precast prestressed panel stresses, see Sheet No. _.<br />
|-<br />
|colspan="3"|For prestressed girder stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|-<br />
|colspan="3"|For prestressed <u>solid slab</u> <u>voided slab</u> <u>box</u> beam stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|}<br />
<br />
<div id="A1-notes"></div><br />
(1) Slabs, diaphragms or beams poured integrally with the slab.<br />
<br />
(2) Use for new bridges in seismic design category B, C and D. ASTM A615 bars should be used for rehabilitation work regardless of location. <br />
<br />
Note: Any new construction using structural steels A514 or A517 requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles or other structural shapes without prior confirmation of the availability of the material.<br />
<br />
<div id="(A1.4) Standard Plans:"></div><br />
'''(A1.4) Use for structural design information only.'''<br />
:::'''Standard Plans:'''<br />
::::703.37, 703.85, 703.86, and 703.87<br />
<br />
<center><br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="950px" align="center" <br />
|-<br />
|Guidance: <br/><br />
- List in order the Missouri Standard Plans applicable to the structure (omit if there are no applicable standard plans).<br/><br />
- Above is an example for a right advanced triple box culvert with a flared inlet. Actual standards specified shall be those required for structure type and features.<br/><br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
! style="background:#BEBEBE"| Standard Plan!! style="background:#BEBEBE"|When Applicable <br />
|-<br />
|703.10 thru 703.87 ||width="300"|Culvert Standards in Accordance with [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans ]]<br />
</center><br />
|}<br />
</center><br/><br />
- Examples for exclusion (no need to include):<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 606.60: guardrail transition – roadway item<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plans 606.00 and 617.10: delineators for railings and barriers – referenced in standard notes.<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 609.00: Type A curb for approach slabs– referenced in standard note K1.16<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 706.35 Bar Supports for Concrete Reinforcement<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 712.40 Steel Dams at Expansion Devices – supplementary details for construction<br/><br />
|}<br />
</center><br />
<br />
=== A2. Concrete Box Culverts and Other Type Structures ===<br />
<br />
'''All Boxes'''<br />
<br />
'''(A2.0) <font color="purple">[MS Cell]</font color="purple">'''<br />
:MoDOT Construction personnel will indicate the type of box culvert constructed:<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Precast Concrete Box used<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Cast-in-Place Concrete Box used<br />
<br />
<br />
'''All Boxes on Rock'''<br />
<br />
'''(A2.1) Designer shall check with Structural Project Manager if the 6” dimension should be increased for soft rock and shale. '''<br />
<br />
:Anchor full length of walls by excavating 6 inches into and casting concrete against vertical faces of hard, solid, undisturbed rock.<br />
<br />
'''(A2.1.1)'''<br />
:Holes shall be drilled 12 inches into solid rock with E1 and E2 bars grouted in.<br />
<br />
<br />
'''All Boxes with Bottom Slab'''<br />
<br />
'''(A2.2)'''<br />
:When alternate precast concrete box culvert sections are used, the minimum distance from inside face of headwalls to precast sections measured along the shortest wall shall be 3 feet. Reinforcement and dimensions for wings and headwalls shall be in accordance with Missouri Standard Plans.<br />
<br />
<br />
'''Culverts on Rock Where Holes or Crevices may be Found'''<br/><br />
'''(Normally where soundings show rock to be very irregular)'''<br />
<br />
'''(A2.3) (The designer should check with Structural Project Manager before placing this note on the plans.)'''<br />
:Where, under short lengths of walls, top of rock is below elevations given for bottom of walls, plain concrete footings 3 feet in width shall be poured up from rock to bottom of walls. If top of rock is more than 3 feet below bottom of short wall sections, the walls between points of support on rock, shall be designed and reinforced as beams and spaces below walls filled as directed by the engineer. Payment for plain concrete footings and concrete reinforced as wall beams will be considered completely covered by the contract unit price for Class B-1 Concrete.<br />
<br />
<br />
'''Box Type Structures on Rock or Shale Widened or Extended with Floor '''<br />
<br />
'''(A2.4)'''<br />
:Fill material under the slab shall be firmly tamped before the slab is poured.<br />
<br />
<br />
'''Box Culverts with Bottom Slab that Encounter Rock'''<br />
<br />
'''(A2.5) (Use when specified on the Design Layout.)'''<br />
:Excavate rock 6 inches below bottom slab and backfill with suitable material for culverts on rock in accordance with Sec 206.<br />
<br />
<br />
'''Curved Box Culverts (Box on curve)'''<br />
<br />
'''(A2.6)'''<br />
:The contractor will have the option to build the curved portion of the structure on chords (maximum of 16 feet).<br />
<br />
<br />
'''(A2.7) (Use when special backfill is specified on the Design Layout.)'''<br />
:Excavate 3 feet below the box and fill with suitable backfill material.<br />
<br />
<br />
'''For Box Culverts where collar is provided, place the following note on plan sheet.'''<br />
<br />
'''(A2.8)'''<br />
:If precast option is used, precast box culvert ties in accordance with Sec 733 and Standard Plan 733 shall be provided between all precast sections. <br />
<br />
<br />
'''For Box Culverts with transverse joint(s), place notes A2.9 and A2.10 under the Transverse Joint Detail. <font color="purple">[MS Cell]</font color="purple"> The detail and these notes are not needed if an appropriate standard plan is referenced.'''<br />
<div id="(A2.9)"></div><br />
'''(A2.9)'''<br />
:Filter cloth 3 feet in width and double thickness shall be centered on transverse joints in top slab and sidewalls with edges sealed with mastic or two sided tape. Filter cloth shall be a separation geotextile in accordance with Sec 1011. Cost of furnishing and installing filter cloth will be considered completely covered by the contract unit price for other items.<br />
<div id="(A2.10)"></div><br />
<br />
'''(A2.10)'''<br />
:Preformed fiber expansion joint material in accordance with Sec 1057 shall be securely stitched to one face of the concrete with 10 Gage copper wire or 12 Gage soft drawn galvanized steel wire.<br />
<br />
<br />
'''(A2.11)'''<br />
:If unsuitable material is encountered, excavation of unsuitable material and furnishing and placing of granular backfill shall be in accordance with Sec 206.<br />
<br />
<br />
'''(A2.14) For Box Culverts where the top slab is used as the riding surface, place the following note on plan sheet.'''<br />
<br />
:Culvert top slab surface may be finished with a vibratory screed.<br />
<br />
<div id="Use notes A2.15 and A2.16"></div><br />
<br />
'''Use notes A2.15 and A2.16 for all box culverts.'''<br />
<br />
'''(A2.15) '''<br />
<br />
:Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
<br />
'''(A2.16) '''<br />
<br />
:If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item)<br />
<br />
=== A3. All Structures ===<br />
<br />
'''Neoprene Pads:'''<br />
<br />
'''(A3.2) Does not apply to Type N PTFE Bearings & Laminated Neoprene Bearing Pad Assembly.'''<br />
:Neoprene bearing pads shall be <u>50</u> <u>60</u> <u>70</u> durometer and shall be in accordance with Sec 716.<br />
<br />
<br />
'''Fabricated Steel Connections:'''<br />
<br />
'''(A3.3) Use for all steel structures. Bolted connections use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Field connections shall be made with 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> bolts and 13/16-inch diameter holes, except as noted. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied.<br />
|}<br />
<br />
'''Joint Filler:'''<br />
<br />
'''(A3.4) Use on all structures (except culverts).'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed sponge rubber expansion and partition joint filler, except as noted.<br />
<br />
<br />
'''Reinforcing Steel:'''<br />
<br />
'''(A3.5)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<br />
<div id="(A3.5.1) Use when uncoated steel"></div><br />
'''(A3.5.1) Use when uncoated steel may come in contact with galvanized piles (concrete pile cap intermediate bents and pile footings).'''<br />
:Minimum clearance between galvanized piles and uncoated (plain) reinforcing steel including bar supports shall be 1 1/2”. Nylon, PVC, or polyethylene spacers shall be used to maintain clearance. Nylon cable ties shall be used to bind the spacers to the reinforcement.<br />
<br />
'''(A3.6) Use when mechanical bar splices (MBS) are to be specified on the plans. The underlined portion shall be used when mechanical bar splice is not being paid for with pay item 706-10.70. '''<br />
<br />
:MBS refers to mechanical bar splices. Mechanical bar splices shall be in accordance with Sec 706 or 710 <u>except that no measurement will be made for mechanical bar splices and they will be considered completely covered by the contract unit price for other items</u>.<br />
<br />
<div id="Traffic Handling:"></div><br />
'''Traffic Handling:'''<br />
<br />
'''(A3.7) Use on all grade separations (new and rehabs) constructed over traffic. The note shall be as specified on the Bridge Memorandum (may not match the following) in accordance with [[751.1 Preliminary Design#751.1.2.6 Vertical and Horizontal Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearances]].'''<br />
<br />
:Vertical clearance for Route <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> traffic during construction shall be <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> minimum over a <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> wide horizontal opening of the roadway <u>in each direction</u>.<br />
<br />
<br />
'''(A3.8) Use for bridges and culverts.'''<br />
:<u>Structure to be closed during construction.</u> <u>Traffic to be maintained on (1) during construction.</u> See roadway plans for traffic control <u>and Sheet No. __ for staged construction details.</u><br />
<br />
::{| style="margin: 1em auto 1em auto" <br />
|-<br />
|(1)|| Use “structure” with staged rehabilitation of existing structures.<br />
|-<br />
| ||Use “existing structure” with new structures built next to existing structures.<br />
|-<br />
| ||Use “structures” with staged replacement of existing structures.<br />
|-<br />
| ||Use “temporary bypass” when a bypass will be constructed.<br />
|-<br />
| ||Use “other routes” with new routes and with existing routes that are closed to traffic.<br />
|-<br />
|colspan="2" width="1150"| <br />
|}<br />
<br />
=== A4. Protective Coatings ===<br />
<br />
====A4a. Structural Steel Protective Coatings====<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "Structural Steel Protective Coatings:". <br />
<br />
=====A4a1. <u>Steel Structures-Nonweathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a1.1 – A4a1.7)</u>'''<br />
<br />
'''(A4a1.1) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.3 is used. '''<br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finish Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.2) '''<br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a1.3) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.4) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.3) is used, omit the 2<sup>nd</sup> sentence'''.<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u> . <br />
<br />
'''(A4a1.5) When System L is specified, System I is specified for water crossings or when note (A4a1.3) is used, omit the underlined part.'''<br />
<br />
:At the option of the contractor, the <u>intermediate field coat and</u> finish field coat may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''(A4a1.6) Use for structures with Access Doors'''<br />
<br />
:Structural steel access doors shall be cleaned and coated in the shop or field with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. In lieu of coating, the access doors may be galvanized in accordance with ASTM A123 and AASHTO M 232 (ASTM A153), Class C. The cost of coating or galvanizing doors will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a1.7) Use for structures with Access Doors and when a fabricated structural steel pay item is not included.'''<br />
<br />
:Payment for furnishing, coating or galvanizing and installing access doors and frames will be considered completely covered by the contract unit price for other items. <br />
<br />
<div id="(A4a1.8.1) Place"></div><br />
'''(A4a1.8.1) Place the following notes on the plans when alternate galvanized structural steel protective coating is approved by SPM.'''<br />
<br />
:'''(A4a1.8.1a) Place the following note under the notes for “Structural Steel Protective Coatings”.'''<br />
::Alternate A Structural Steel Protective Coating:<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:'''(A4a1.8.1b) In "General Notes:" section place the following note under the heading "Miscellaneous:”'''<br />
::Alternate bids for structural steel coating shall be completed.<br />
<br />
:'''(A4a1.8.1c) Place following information at bottom part of “Estimated Quantities” table. (At least four (4) blank rows should be left at bottom of table to allow for additional entries in the field.)'''<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|Estimated Quantities<br />
|-<br />
!Item||Substr.||Superstr.||Total<br />
|-<br />
|Last Pay Item|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|ADD ALTERNATE A:|| || ||<br />
|-<br />
|Galvanizing Structural Steel&nbsp;&nbsp;&nbsp;&nbsp; lump sum|| || ||1<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|}<br />
</center><br />
'''(A4a1.8.2) Place the following note instead of notes A4a1.1 – A4a1.7 on the plans when galvanized structural steel protective coating is approved by SPM.'''<br />
:'''(A4a1.8.2a) '''<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''<u>Recoating Existing Steel (Notes A4a1.9 - A4a1.13)</u>''' <br />
<br />
'''(A4a1.9) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.13 is used.''' <br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finished Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.10) Use primer specified on the Design Memorandum. System L must be used with inorganic zinc primer only.''' <br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for <u>Recoating of Structural Steel (System G, H, I or L)</u> with <u>organic</u> <u>inorganic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel.<br />
<br />
'''(A4a1.11) '''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a1.12) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.13) is used, omit the 2<sup>nd</sup> sentence.'''<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u>.<br />
<br />
'''(A4a1.13) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.14) Use for recoating truss bridges. '''<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|The length of span that is permissible to drape is to be determined by the designer and given in the note. Typically, ¼ span length is used but greater lengths have been used in the past based on calculations. See Structural Project Manager or Structural Liaison Engineer.<br />
|}<br />
<br />
:For the duration of cleaning and recoating the truss spans, the truss span superstructure in any span shall not be draped with an impermeable surface subject to wind loads for a length any longer than <u>1/4</u> the span length at any one time regardless of height of coverage. Simultaneous work in adjacent spans is permissible using the specified limits in each span. <br />
<br />
<div id="Overcoating Existing Steel (Notes A4a.10 – A4a.14)"></div><br />
'''<u>Overcoating Existing Steel (Notes A4a1.21 – A4a1.27)</u> '''<br />
<br />
'''(A4a1.21) Include underlined portion when overcoating an existing vinyl coating (System C).'''<br />
<br />
:Protective Coating: System G in accordance with Sec 1081 <u>except thinners are not permitted</u>.<br />
<br />
'''(A4a1.22) '''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for Overcoating of Structural Steel. The cost of surface preparation will be considered completely covered by the contract <u>lump sum unit</u> price <u>per sq. foot</u> for Surface Preparation for Overcoating Structural Steel (System G).<br />
<br />
'''(A4a1.23) The 2nd underlined portion in the first sentence is applicable only for bridges over streams and railroads. '''<br />
<br />
:Field Coat(s): The color of the field overcoat shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u> and shall be applied in accordance with Sec 1081.10.3.4<u>, except that all structural steel shall have the intermediate field coat applied in accordance with Sec 1081.10.3.4.1.1</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System G).<br />
<br />
'''(A4a1.24) Use when new coating system overlaps existing coating system. Show detail on plans.'''<br />
<br />
:Limits of Paint Overlap: System G shall overlap the existing coating between 6 inches and 12 inches in order to achieve maximum coverage at the paint limit of each complete system near the expansion and contraction areas. The final field coating shall be masked to provide crisp, straight lines and to prevent overspray beyond the overlap required.<br />
<br />
=====A4a2. <u>Steel Structures- Weathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a2.1 - A4a2.3) </u>'''<br />
<br />
'''(A4a2.1) '''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080. <br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel.<br />
<br />
'''(A4a2.2) '''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the <u>intermediate and</u> finish field coats will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a2.3) '''<br />
<br />
:At the option of the contractor, the intermediate and finish field coats may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''<u>Recoating Existing Steel (A4a2.10 – A4a2.13) </u>'''<br />
<br />
'''(A4a2.10)'''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080.<br />
<br />
'''(A4a2.11) Use primer specified on Design Memorandum. System L must be used with inorganic zinc primer only.'''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1080 and Sec 1081 for <u>Recoating of Structural Steel (System G, H or I)</u> with <u>inorganic</u> <u>organic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel. <br />
<br />
'''(A4a2.12)'''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a2.13) The coating color shall be as specified on the Design Layout. When System L or I is specified, omit the 2nd sentence.'''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System <u>G</u> <u>I</u>).<br />
<br />
=====A4a3. <u>Miscellaneous</u>=====<br />
<br />
'''(A4a3.1) Use for weathering steel or concrete structures with girder chairs and when a coating pay item is not included. '''<br />
<br />
:Structural steel for the <u>girder</u> <u>beam</u> chairs shall be coated with not less than 2 mils of inorganic zinc primer. Scratched or damaged surfaces are to be touched up in the field before concrete is poured. In lieu of coating, the <u>girder</u> <u>beam</u> chairs may be galvanized in accordance with ASTM A123. The cost of coating or galvanizing the <u>girder</u> <u>beam</u> chairs will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a3.2) Use when recoating existing exposed piles. (Guidance: "Aluminum" is preferred because it acts as both a barrier and corrosion protection where "Gray" only acts as a barrier. If for any reason coated pile is embedded in fresh concrete, "Aluminum" shall not be used.)'''<br />
<br />
:All exposed surfaces of the existing structural steel piles <u>and sway bracing</u> shall be recoated with one 6-mil thickness of <u>aluminum</u> <u>gray</u> epoxy-mastic primer applied over an SSPC-SP3 surface preparation in accordance with Sec 1081. The bituminous coating shall be applied one foot above and below the existing ground line and in accordance with Sec 702. These protective coatings will not be required below the normal low water line. The cost of surface preparation will be considered completely covered by the contract lump sum price for Surface Preparation for Applying Epoxy-Mastic Primer. The cost of the <u>aluminum</u> <u>gray</u> epoxy-mastic primer and bituminous coating will be considered completely covered by the contract lump sum price for <u>Aluminum</u> <u>Gray</u> Epoxy-Mastic Primer.<br />
<br />
====A4b. Concrete Protective Coatings====<br />
<br />
=====A4b1. Concrete Protective Coatings===== <br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Concrete Protective Coatings:'''". <br />
<br />
'''(A4b1.1) Use note with weathering steel structures. '''<br />
<br />
:Temporary coating for concrete bents and piers (weathering steel) shall be applied on all concrete surfaces above the ground line or low water elevation on all abutments and intermediate bents in accordance with Sec 711. <br />
<br />
'''(A4b1.2) Use note with coating for concrete bents and piers either urethane or epoxy. '''<br />
<br />
:Protective coating for concrete bents and piers <u>(Urethane)</u> <u>(Epoxy)</u> shall be applied as shown on the bridge plans and in accordance with Sec 711. <br />
<br />
'''(A4b1.3) Use note when specified on Design Layout.'''<br />
<br />
:Concrete and masonry protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711. <br />
<br />
'''(A4b1.4) Use note when specified on Design Layout. '''<br />
<br />
:Sacrificial graffiti protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711.<br />
<br />
=== A5. Miscellaneous ===<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Miscellaneous:'''".<br />
<br />
'''(A5.1) Use the following note on all structures that contains non-redundant Fracture Critical Members (FCM).'''<br />
<br />
:This structure contains non-redundant Fracture Critical Members (FCM). FCM requirements shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''(A5.3) Use the following note on all jobs with high strength bolts.'''<br />
:High strength bolts, nuts and washers will be sampled for quality assurance as specified in Sec 106.<br />
<br />
'''(A5.4) Use the following note for structures having detached wing walls at end bents.'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the <u>Lt.</u> <u>Rt.</u> <u>both</u> detached wing wall<u>s</u> at End Bents No. <u> &nbsp; &nbsp; </u>&nbsp; <u>and</u> <u>No. &nbsp; &nbsp; </u>&nbsp;including the Class <u> &nbsp; </u>&nbsp;Excavation, <u>&nbsp; &nbsp; Pile</u>, [[#A5-notes|(1)]], Class <u>B</u> <u>B-1</u> Concrete (Substr.) [[#A5-notes|(2)]] and Reinforcing Steel (Bridges), will be considered completely covered by the contract unit price for these items.<br />
<br />
::{| style="margin: 1em auto 1em auto" align="left"<br />
|-<br />
|(1)||List all items used for the detached wing walls.<br />
|-<br />
|valign="top"|(2)|| For continuous concrete slab bridges, the detached wing walls could be either Class B or Class B-1. (For slab bridges with Class B spread footings, the detached wing walls might as well be Class B, otherwise, Class B-1 may be used.) Check with Project Manager.<br />
|}<br />
<br />
<div id="(A5.6)"></div><br />
<br />
'''(A5.6) <font color="purple">[MS Cell]</font color="purple"> Use the following note on all Concrete Superstructures where Precast Panels are used.'''<br />
:MoDOT Construction personnel will indicate the type of joint filler option used under the precast panels for this structure:<br />
:: □ Constant Joint Filler<br />
:: □ Variable Joint Filler<br />
<br />
== B. Estimated Quantities Notes ==<br />
<br />
<br />
=== B1. General ===<br />
<br />
<br />
==== B1a. Concrete ====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.1) (Use on steel structures only.)'''<br />
:All concrete above the lower construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.2) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Integral End Bents, notes B1.3, B1.4, and B1.5 (When bridge slab quantity using note B3.21 table, slab bid per sq. yd.) '''<br />
<br />
'''(B1.3) (Use on steel structures only.)'''<br />
:All concrete between the upper and lower construction joints in the end bents <u>(except detached wing walls) </u> is included in the Estimated Quantities for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.4) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> <u>and all reinforcement in cast-in-place pile at end bents</u> is included in the Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> <u>Concrete Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Intermediate Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.1)'''<br />
:All reinforcement in the intermediate bent concrete diaphragms except reinforcement embedded in the beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.2)'''<br />
:All concrete above the intermediate beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u></u>.<br />
<br />
<br />
'''Non-Integral End Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.3)'''<br />
:All reinforcement in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.4)'''<br />
:All concrete in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Semi-Deep Abutments'''<br />
<br />
'''(B1.6)'''<br />
:All concrete and reinforcing steel below top of slab and above construction joint in Semi-Deep Abutments is included in the Estimated Quantities for Slab on Semi-Deep Abutment.<br />
<br />
<div id="(B1.7)"></div><br />
'''End Bents with Expansion Device'''<br />
<br />
'''(B1.7)'''<br />
:Concrete above the upper construction joint in backwall at End Bent<u>s</u> No. <u> &nbsp; </u> &nbsp;is included with Class B-2 Concrete (Slab on <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>) Quantities.<br />
<br />
<br />
'''Sidewalk'''<br />
<br />
'''(B1.8)''' <br />
:All concrete and reinforcing steel in sidewalk will be considered completely covered by the contract unit price for Sidewalk (Bridges).<br />
<br />
<br />
'''Continuous Concrete Slab Bridge (Notes B1.9.1 thru B1.9.6)'''<br />
<br />
'''End Bents'''<br />
<br />
'''(B1.9.1)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.9.2)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Column Bents integral with slab'''<br />
<br />
'''(B1.9.3)'''<br />
:All concrete above construction joint between slab and columns in the intermediate bents is included with Superstructure Quantities.<br />
<br />
'''(B1.9.4)'''<br />
:All reinforcement in the intermediate bent columns is included with Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Pile Cap Bents integral with slab'''<br />
<br />
'''(B1.9.5)'''<br />
:All concrete in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
'''(B1.9.6)'''<br />
:All reinforcement in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
<div id="(B1.9.7) Use"></div><br />
<br />
==== B1b. Excavation, Sway Bracing====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.10) Use when total estimated excavation is less than 10 cubic yards (No "excavation" item in the Estimated Quantities).'''<br />
:Cost of any required excavation for bridge will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
'''Retaining Walls'''<br />
<br />
'''(B1.11)'''<br />
:No Class 1 Excavation will be paid for above lower limits of roadway excavation.<br />
<br />
<br />
'''Concrete Structures Having Sway Bracing on Load Bearing Piles'''<br />
<br />
'''(B1.12)'''<br />
:The cost of furnishing and installing steel sway bracing on piles at the intermediate bent<u>s</u> will be considered completely covered by the contract unit price for Fabricated Structural Carbon Steel (Misc.).<br />
<br />
<br />
'''Note to Detailer:'''<br/>For structures having steel sway bracing on piles, the weight of the bracing shall be shown under the substructure quantities.<br />
<br />
'''(B1.13)'''<br />
:Cost of cleaning and coating of bracing at intermediate bents will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
=== B2. Welded Wire Fabric ===<br />
<br />
<br />
'''Structures with Welded Wire Fabric'''<br />
<br />
'''(B2.4)'''<br />
:Weight of <u>6</u> x <u>6</u> - <u>W2.1</u> x <u>W2.1</u> welded wire fabric is included in Estimated Weight of Reinforcing Steel. (*)<br />
<br />
<br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|WELDED WIRE FABRIC WEIGHT<br />
|-<br />
!STYLE||SPACE||SIZE||LBS./100 SQ, FT.<br />
|-<br />
|6 x 6 - W2.1 x W2.1||6"||8 ga.||30<br />
|-<br />
|4 x 4 - W4 x W4||4"||4 ga.||85<br />
|}<br />
<br />
See CRSI Manual for other sizes.<br />
<br />
Table should not be shown on plans<br />
<br />
<br />
(*) Modify for type actually used. Show type on details where the fabric is shown.<br />
<br />
"W" denotes plain wire; the number following indicates cross sectional area in hundredths of a square inch. Deformed wire is denoted by the letter "D".<br />
<br />
=== B3. Estimated Quantities Tables ===<br />
<br />
<br />
==== B3a. Bridges ====<br />
<br />
'''(B3.1) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!rowspan="3" | &nbsp;||colspan="5" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Substr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Superstr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" |[[Image:751.50 circled 1.gif]] <math>\, \big\{</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right"|<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Type D Barrier <br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" rowspan="2"|[[Image:751.50 circled 2.gif]] <math>\, \Bigg\{</math><br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|}<br />
<br />
<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 1.gif]]||The following note shall be placed under the estimated quantities box when steel piles are used in Seismic Categories B, C & D.<br />
|}<br />
<div id="(B3.2)"></div><br />
'''(B3.2)'''<br />
:Cost of L4x4 ASTM A709 Grade 36 HP pile anchors and 3/4-inch diameter ASTM F3125 Grade A325 Type 1 bolts, complete in place, will be considered completely covered by the contract unit price for Galvanized Structural Steel Piles (<u>12 in.</u> <u>14 in.</u>).<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 2.gif]]||In special cases, entries are made to the quantities table by Construction personnel after plans are completed. When notes are placed too close to the bottom of this table, additional quantities cannot be entered efficiently. The request has been made that space be left for at least four (4) additional entries to the table before notes are placed on the plans.<br />
|}<br />
<br />
<br />
'''Place an <math>\, **</math> next to the transverse diamond grooving in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
'''(B3.7)'''<br />
:<math>\, **</math> MoDOT will allow, at the contractor's discretion, longitudinal or transverse diamond grooving of the surface of the concrete bridge deck.<br />
<br />
'''(B3.8) Place a * next to supplementary wearing surface material in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''*''' Supplementary wearing surface material will be paid for at the fixed unit price in accordance with Sec 109.<br />
<br />
'''(B3.9) Use for jobs with restrictive timelines including weekend only work. See Structural Project Manager or Structural Liaison Engineer. Place a ** next to total surface hydro demolition in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''**''' The minimum allowable water usage shall be 55 gallons per minute.<br />
<br />
==== B3b. Box Culverts====<br />
<br />
Estimated Quantities Table for Box Culverts<br />
<br />
The quantities table on box culvert plans should show an extra column to the right in the table that is labeled "Final Quantities". Estimated quantities should be inserted to the left of this column in the usual manner by the detailer as shown in the example below.<br />
<br />
The four extra spaces at the bottom of the table are not required as specified before.<br />
<br />
'''(B3.11) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="1" style="text-align:center; border:3px solid black" cellpadding="5" cellspacing="0"<br />
|-<br />
!width="300" colspan=2 |Estimated Quantities||width="100"|Final Quantities<br />
|-<br />
| align="left"| Class 4 Excavation||cu. yard||<br />
|-<br />
|align="left"|Class B-1 Concrete<br/>(Culverts-Bridge)'''*'''||cu. yard||<br />
|-<br />
|align="left"|Reinforcing Steel (Culverts- <br/> Bridge)'''*'''||pound||<br />
|}<br />
<br />
<math>\, *</math> Note to Detailer:<br />
:If distance from stream face of exterior wall to exterior wall is <math>\ge</math> 20' then should use (Culverts-Bridge) but if <math><</math> 20' should use (Culverts).<br />
<br />
==== B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Wearing Surfaces ====<br />
<br />
The following table is to be placed on the design plans under the table of estimated quantities.<br />
<br />
Use separate tables for multiple types of slabs on a structure. <br />
<div id="(B3.21)"></div><br />
'''(B3.21) <font color="purple">[MS Cell]</font color="purple"> Table of Slab Quantities'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities for<br/><u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u><br />
|-<br />
!colspan="2" width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class B-2 Concrete<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"|Reinforcing Steel (Epoxy Coated)<br />
|align="right" style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
Fill in the blank above and in note below with "'''Slab on Steel'''", "'''Slab on Concrete I-Girder'''", "'''Slab on Concrete Bulb-Tee Girder'''", "'''Slab on Concrete NU-Girder'''", "'''Slab on Semi-Deep Abutment'''", '''"Slab on Concrete Beam"''', '''"Slab on Concrete Adjacent Beam"''' or "'''Reinforced Concrete Wearing Surface'''". If transparent forms are required add “'''(with Transparent Forms)'''” to the end of the pay item.<br />
<br />
"'''Slab on Concrete Adjacent Beam'''" shall be used with double-tee girders and when specified on the Design Layout for solid slab beams, adjacent voided slab beams and adjacent box beams.<br />
<br />
Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate. Reinforcing steel shall be estimated to the nearest 10 pounds.<br />
<br />
'''(B3.22) '''<br />
:The table of Estimated Quantities for <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp; represents the quantities used by the State in preparing the cost estimate for concrete slabs. The area of the concrete slab will be measured to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of bridge slab (or with the horizontal dimensions as shown on the plan of slab). Payment for <u>prestressed panels,</u> <u>stay-in-place corrugated steel forms,</u> <u>transparent forms</u>, conventional forms, all concrete and epoxy coated reinforcing steel will be considered completely covered by the contract unit price for the slab. Variations may be encountered in the estimated quantities but the variations cannot be used for an adjustment in the contract unit price.<br />
<br />
'''(B3.23)'''<br />
:Method of forming the slab<u>s</u> shall be as shown on the plans and in accordance with Sec 703. All hardware for forming the slab to be left in place as a permanent part of the structure shall be coated in accordance with ASTM A123 or ASTM B633 with a thickness class SC 4 and a finish type I, II or III.<br />
<br />
'''(B3.24) Use note for optional forming. Conventional forms shall not be listed as an alternate when transparent forms are used.'''<br />
:Slab shall be cast-in-place with <u>transparent forms</u> <u>conventional forms or stay-in-place corrugated steel forms</u>. Precast prestressed panels will not be permitted.<br />
<br />
'''(B3.25) Use note when vibratory screeds are allowed for deck finishing. For guidance for allowing a vibratory screed, see [[751.10 General Superstructure#751.10.1.15 Deck Concrete Finishing|EPG 751.10.1.15 Deck Concrete Finishing]].'''<br />
<br />
:Bridge deck surface may be finished with a vibratory screed.<br />
<br />
'''Stay-In-Place Corrugated Steel Forms:'''<br />
<br />
'''(B3.30)'''<br />
:Corrugated steel forms, supports, closure elements and accessories shall be in accordance with grade requirement and coating designation G165 of ASTM A653. Complete shop drawings of the permanent steel deck forms shall be required in accordance with Sec 1080. <br />
<br />
'''(B3.31)'''<br />
:Corrugations of stay-in-place forms shall be filled with an expanded polystyrene material. The polystyrene material shall be placed in the forms with an adhesive in accordance with the manufacturer's recommendations.<br />
<br />
'''(B3.32)'''<br />
:Form sheets shall not rest directly on the top of <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges. Sheets shall be securely fastened to form supports with a minimum bearing length of one inch on each end. Form supports shall be placed in direct contact with the flange. Welding on or drilling holes in the <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges will not be permitted. All steel fabrication and construction shall be in accordance with Sec 1080 and 712. Certified field welders will not be required for welding of the form supports.<br />
<div id="(B3.33) Use"></div><br />
<br />
'''(B3.33) Use “4 psf” for form spans up to 10 feet beyond which a greater dead loading for form spans may need to be considered and used. '''<br />
:The design of stay-in-place corrugated steel forms is per manufacturer which shall be in accordance with Sec 703 for false work and forms. Maximum actual weight of corrugated steel forms allowed shall be 4 psf assumed for <u>girder</u> <u>beam</u> loading.<br />
<div id="(B3.34) Use this temporary note"></div><br />
'''(B3.34) Use this temporary note until further notice when more is learned about what contractor’s methods are proposed and approved by the engineer.'''<br />
:The contractor shall provide a method of preventing the direct contact of the stay-in-place forms and connection components with uncoated weathering steel members that is approved by the engineer.<br />
<br />
'''Stay-In-Place Transparent Forms:'''<br />
<br />
'''(B3.36)''' <br />
:See special provisions for transparent form requirements.<br />
<br />
'''(B3.37)'''<br />
:Maximum actual weight of transparent forms allowed shall be 5 psf assumed for girder beam loading.<br />
<br />
'''Precast Prestressed Panels:'''<br />
<br />
'''(B3.40) Use for skewed structures.'''<br />
:The Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> are based on skewed precast prestressed end panels.<br />
<br />
'''(B3.41) Use for concrete structures.'''<br />
:Class B-2 Concrete quantity is based on minimum top flange thickness and minimum joint material thickness.<br />
<br />
'''(B3.42)'''<br />
:The prestressed panel quantities are not included in the table of Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u>.<br />
<br />
==== B3d. Asphalt Wearing Surfaces ====<br />
<br />
'''(B3.50) <font color="purple">[MS Cell]</font color="purple"> Place following table and note near the Estimated Quantities table on the design plans for optional asphaltic concrete wearing surface as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface and binder type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Asphaltic<br/>Concrete Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br/>with Asphalt Binder Type<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 76-22<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BLP Mix with PG 76-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|SP125CLP Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" colspan="3"|MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
|}<br />
<br />
{|<br />
|valign="top"|<math>\, *</math><br />
|'''Guidance for Detailing:''' The "SP" designates a superpave mixture; the "125" indicates the nominal mixture aggregate size is 12.5 mm, "B" or "C" indicates the design level, the "SM" indicates Stone Mastic Asphalt, and the "LP" indicates the mixture contains limestone/porphyry. See the Bridge Memorandum for the type of Superpave mixture required.<br />
|-<br />
|&nbsp;<br />
|See the Bridge Memorandum for the asphalt binder required.<br />
|}<br />
<br />
<br />
'''Place next three notes under the Estimated Quantities table if B3.50 is not required, otherwise place under B3.50.'''<br />
<br />
'''(B3.53) The first sentence is not required if B3.50 is not required.'''<br />
:<u>The contractor shall select one of the optional asphaltic concrete wearing surfaces listed in the table.</u> The mixture shall be in accordance with Sec 403 and produced in accordance with Sec 404.<br />
<br />
'''(B3.54)'''<br />
:The area of the asphaltic concrete wearing surface will be measured and computed to the nearest square yard. This area will be measured transversely from out to out of wearing surface and longitudinally from end of slab to end of slab.<br />
<br />
'''(B3.56)'''<br />
:Payment for Optional Asphaltic Concrete Wearing Surface will be considered completely covered by the contract unit price per square yard.<br />
<br />
'''(B3.60) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the Estimated Quantities table on the design plans for optional ultrathin bonded asphalt wearing surfaces as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Ultrathin Bonded Asphalt Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type A<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type B<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|Type C<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
<br />
:MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
:The contractor shall select one of the optional ultrathin bonded asphalt wearing surfaces listed in the table.<br />
<br />
== C. Reinforcing Steel Notes ==<br />
<br />
<br />
=== C1. Bill of Reinforcing Steel ===<br />
<br />
Place the following notes below or near the "'''Bill of Reinforcing Steel'''" when appropriate.<br />
<br />
'''(C1.1) Same marks used for unlike bars on different units.'''<br />
:Bars in the above units are to be billed and tagged separately.<br />
<br />
'''(C1.2) Incomplete bill (Or bill for different units placed on different sheets).'''<br />
:See Sheet No. <u> &nbsp; &nbsp; </u> &nbsp; for bill of reinforcing steel for <u> &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
<br />
'''Notes for Bill of Reinforcing Steel (BILL) Bridge Standard Drawings'''<br />
<br />
'''(C1.3)'''<br />
:All dimensions are out to out.<br />
<br />
'''(C1.4)'''<br />
:Shapes ending with an S shall be bent in accordance with stirrup pin bend shapes.<br />
<br />
'''(C1.5)'''<br />
:Unless otherwise noted, finished bending diameter D is the same for all bends of a shape.<br />
<br />
'''(C1.6)'''<br />
:Four angle or channel spacers are required for each column spiral. Spacers are to be placed on inside of spirals. Length and weight of column spirals do not include splices or spacers.<br />
<br />
'''(C1.7)'''<br />
:Nominal lengths are based on out to out dimensions shown in bending diagrams and are listed to the nearest inch for fabricators use. Actual lengths are measured along centerline bar to the nearest inch. Weights are based on actual lengths.<br />
<br />
'''(C1.8)'''<br />
:V = Sets of varied bars and number of bars in each length. Bar dimensions vary in equal increments between dimensions shown on this line and the following line and the actual length dimension shown on this line and the following line vary by the specified increment.<br />
<br />
'''(C1.9) Use ASTM A706 for new bridges in seismic categories B, C & D. Use ASTM A615 for all other structures and rehabs.'''<br />
:Reinforcing steel (ASTM <u>A615</u> <u>A706</u> Grade 60) fy = 60,000 psi<br />
<br />
'''(C1.20) Use with galvanized reinforcement. Place below Reinforcing Steel Totals table on bill of reinforcing steel sheet in plans.'''<br />
:Products used to repair damaged zinc coating shall not contain aluminum.<br />
<br />
=== C2. Prestressed Girders, Beams & Panels ===<br />
<br />
'''C2a. Notes for Girders, Beams and Panels'''<br />
<br />
Place the C2a notes below or near the table "'''Bill of Reinforcing Steel - Each <u>Girder</u> <u>Beam</u>'''" or under the heading "'''Reinforcing Steel'''" when appropriate. <br />
<br />
'''(C2a.1) Use underlined portion when bending diagrams are detailed as such.'''<br />
:All dimensions are out to out. <u>Use symmetry for dimensions not shown.</u> <br />
<br />
'''(C2a.2) '''<br />
:Hooks and bends shall be in accordance with the CRSI Manual of Standard Practice for Detailing Reinforced Concrete Structures, Stirrup and Tie Dimensions. <br />
<br />
'''C2b. Additional Notes for Prestressed Girders and Beams '''<br />
<br />
Place the C2b notes below the C2a notes. <br />
<br />
'''(C2b.1) Use for all girders and beams except double-tee girders. Underlined part only required for WWR reinforced NU-girders, box beams and voided slab beams. '''<br />
:Minimum clearance to reinforcing shall be 1" <u>unless otherwise shown</u>. <br />
<br />
'''(C2b.2) Use only for double-tee girders. Add <u>and U2 bar</u> for skewed structures only. '''<br />
:Minimum clearance to reinforcing shall be 1", except for 4 x 4 - W4 x W4 <u>and U2 bar</u>. <br />
<br />
'''(C2b.3)''' <br />
:Actual bar lengths are measured along centerline of bar to the nearest inch. <br />
<br />
'''(C2b.10) Add <u>bar</u> for NU-girders and Double T. '''<br />
:All <u>bar</u> reinforcement shall be ASTM A615 or A706 Grade 60. <br />
<br />
'''(C2b.20) Use only for I-girders, bulb-tee girders and alternate bar reinforced NU-girders. '''<br />
:The two D1 bars may be furnished as one bar at the fabricator's option. <br />
<br />
'''(C2b.30) Use for all girders except WWR reinforced NU-girders and double-tee girders. Add <u>and C1</u> for bulb-tee girders only. Most likely will need to add more bars if girder steps exist. '''<br />
<br />
:All B1 <u>and C1</u> bars shall be epoxy coated. <br />
<br />
'''(C2b.31) Use only for WWR reinforced NU-girders'''<br />
:WWR shall not be epoxy coated. <br />
<br />
'''(C2b.32) Use only for double-tee girders. '''<br />
:All S and U reinforcing bars shall be epoxy coated. <br />
<br />
'''(C2b.33) Use only for spread and adjacent beams.'''<br />
:All S2 bars shall be epoxy coated.<br />
<br />
'''C2c. Additional Notes for Prestressed Panels '''<br />
<br />
Place the C2c notes below the C2a notes. <br />
<br />
'''(C2c.1) '''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown. <br />
<br />
'''(C2c.2) '''<br />
:If U1 bars interfere with placement of slab steel, U1 loops may be bent over, as necessary, to clear slab steel. <br />
<br />
'''(C2c.3) '''<br />
:Deformed welded wire reinforcement (WWR) providing a minimum area of reinforcing perpendicular to strands of 0.22 sq in./ft, with spacing parallel to strands sufficient to ensure proper handling, may be used in lieu of the #3-P2 bars shown. Wire diameter shall not be larger than 0.375 inch. The above alternative reinforcement criteria may be used in lieu of the #3-P3 bars, when required, and placed over a width not less than 2 feet. <br />
<br />
'''(C2c.4) '''<br />
:The following reinforcing steel shall be tied securely to the strands with the following maximum spacing in each direction: <br />
:: #3-P2 bars at 16 inches. <br />
::WWR at 24 inches. <br />
<br />
'''(C2c.5) '''<br />
:The #3-U1 bars shall be tied securely to #3-P2 bars, to WWR or to strands (when placed between P1 bars) at about 3-foot centers. <br />
<br />
'''(C2c.6) '''<br />
:Minimum reinforcement steel length shall be 2'-0".<br />
<br />
== D. Temporary Bridge (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== D1. General ===<br />
<br />
Place the following notes on the front sheet.<br />
<br />
'''(D1.1) Place in General Notes on the front sheet under the heading “Timber:”. '''<br />
:All timber shall be standard rough sawn. At the contractor's option, timber may be untreated or protected with commercially applied timber preservatives. All timber shall have a minimum strength of 1500 psi and shall be either douglas fir in accordance with paragraph 123B (MC-19), 124B (MC-19) and 130BB of the current edition of Standard Grading Rules for West Coast Lumber, southern pine in accordance with paragraphs 312 (MC-19), 342 (MC-19) and 405.1 of the current edition of Southern Pine Inspection Bureau Grading Rules, or a satisfactory grade of sound native oak.<br />
<br />
'''(D1.2) Use for bolts and studs: '''<br />
<br />
:(D1.2a) All bolts shall be ASTM F3125 Grade A325 Type <u>3,</u> except as noted. <br />
<br />
:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
<br />
'''(D1.3) Place in General Notes on the front sheet under the heading “Miscellaneous:”. '''<br />
:The superstructure <u>only</u> <u>and cap beam units</u> will be provided by the State and shall be transported from <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;Maintenance Lot. The superstructure shall be returned and stored at the same location as designated by the engineer after Bridge No. <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;is open to traffic.<br />
<br />
'''(D1.4) Place in General Notes on the front sheet under the heading “Structural Steel:”. '''<br />
:All structural steel shall be ASTM A709 Grade 50W except piles, sway bracing, thrie beam rail assembly and structural tubing. Structural tubing coating shall be in accordance with Sec 718.<br />
<br />
'''(D1.5) Place in General Notes on the front sheet under the heading “Substructure:”. '''<br />
:All substructure items specified in Sec 718.3.1 except for the <u>pile point reinforcement and</u> sway bracing will be considered completely covered by the contract unit price for Structural Steel Piles (14 in.). <br />
<br />
'''(D1.11) Place with shim plate details on the bent sheet.'''<br />
:Shim plates may be used between pile and channel at the end bents or angle at the intermediate bents. Shim plates may vary in thickness from 1/16 inch to thickness required.<br />
<br />
'''(D1.21) Place near half section of bridge flooring on the superstructure sheet.'''<br />
:Steel bridge flooring shall be Foster 5-Inch RB 8.2M open steel bridge flooring or equivalent. Trim bars shall be required at the sides and ends of each 39'-10 1/2" unit. <br />
<br />
'''(D1.22) ''' <br />
:Note: Field connections shall be made with 7/8"ø ASTM F3125 Grade A325 Type 3 bolts and 1 1/16"ø holes, except as noted. <br />
<br />
'''(D1.23) Place near details of U-bolts lifting device on the superstructure sheet.'''<br />
:U-bolts lifting device shall be on the inside top flange at both ends of each exterior beam of each unit. U-bolts shall be removed during the time the bridge is open to traffic. Position of the U-bolts may be shifted slightly to miss the bars in the flooring.<br />
<br />
== E. General Elevation and Plan Notes ==<br />
<br />
<br />
=== E1. Excavation and Fill ===<br />
<br />
'''(E1.1) Use when specified on the Design Layout.''' <br />
:Existing roadway fill under the ends of the bridge shall be removed as shown. Removal of existing roadway fill will be considered completely covered by the contract unit price for roadway excavation.<br />
<br />
'''Use one of the following two notes where MSE walls support abutment fill.'''<br />
<br />
'''(E1.2a) <font color="purple">[MS Cell]</font color="purple"> Use when pipe pile spacers are shown on plan details and bridge is 200 feet long or shorter. Add “See special provisions” to the pipe pile spacer callout and add table near the callout.'''<br />
<br />
See special provisions.<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!style="background:#BEBEBE" width="200"| Pile Encasement !!style="background:#BEBEBE"|Option Used<br/>(√)<br />
|-<br />
|Pipe Pile Spacer ||<br />
|-<br />
|Pile Jacket ||<br />
|}<br />
</center><br />
<br />
MoDOT Construction personnel will indicate the pile encasement used.<br />
<br />
'''(E1.2b) Use note when pipe pile spacers are shown on plan details for HP12, HP14, CIP 14” and CIP 16” piles and bridge is longer than 200 feet. For larger CIP pile size modify following note and use minimum 6” larger pipe pile spacer diameter than CIP pile.'''<br />
<br />
The pipe pile spacers shall have an inside diameter equal to <u>24</u> inches.<br />
<br />
'''(E1.4) Use for fill at pile cap end bents. Use the first underlined portion when MSE walls are present. Use <u>approach</u> for semi-deep abutments.'''<br />
:Roadway fill<u>, exclusive of Select Granular Backfill for Structural Systems,</u> shall be completed to the final roadway section and up to the elevation of the bottom of the concrete <u>approach</u> beam within the limits of the structure and for not less than 25 feet in back of the fill face of the end bents before any piles are driven for any bents falling within the embankment section.<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
<br />
=== E3. Miscellaneous ===<br />
<br />
'''(E3.1) Horizontal curves (Bridges not of box culvert type)'''<br />
:<u>All bents are parallel.</u><br />
<br />
<div id="Boring Data"></div><br />
'''Boring Data'''<br />
<br />
'''(E3.2) <font color="purple">[MS Cell]</font color="purple"> (Place on Front Sheet of the plans when boring data is provided for bridges, retaining walls, MSE walls and any other structure.)'''<br />
:[[Image:751.50 E3.2 boring.jpg|12px]] Indicates location of borings.<br/>'''Notice and Disclaimer Regarding Boring Log Data'''<br/>The locations of all subsurface borings for this structure are shown on the plan sheet(s) for this structure. The boring data for all locations indicated, as well as any other boring logs or other factual records of subsurface data and investigations performed by the department for the design of the project, are shown on Sheet(s) No.___ and may be included in the Electronic Bridge Deliverables. They will also be available from the Project Contact upon written request. No greater significance or weight should be given to the boring data depicted on the plan sheets than is given to the subsurface data available from the district or elsewhere.<br/>&nbsp;<br/>The Commission does not represent or warrant that any such boring data accurately depicts the conditions to be encountered in constructing this project. A contractor assumes all risks it may encounter in basing its bid prices, time or schedule of performance on the boring data depicted here or those available from the district, or on any other documentation not expressly warranted, which the contractor may obtain from the Commission.<br />
<br />
'''(E3.4) (Place on the Boring Data Sheet)'''<br />
:For location of borings see Sheet(s) No. <u> &nbsp; </u>.<br />
<div id="Final clearance - Bridges over Railroads"></div><br />
'''Final clearance - Bridges over Railroads'''<br />
<br />
'''(E3.5) In the general elevation detail, the vertical clearance dimension callout shall be the following asterisked note placed near the detail. '''<br />
<br />
: <math>\, *</math> Final vertical clearance from top of rails to bottom of superstructure shall be <u> &nbsp; (1) &nbsp;</u> minimum. Track elevations should be verified in the field prior to construction to determine if the final vertical clearance shown will be obtained.<br />
::(1) Required clearance specified on the Bridge Memorandum.<br />
<br />
'''Seal Course (Use the following notes when Seal Course is specified on the Design Layout.)'''<br />
<br />
'''(E3.6)'''<br />
:Seal course is designed for a water elevation of <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E3.7)'''<br />
:If the seal course is omitted, by the approval of the engineer, bottom of footing shall be placed at the elevation shown on the plans.<br />
<br />
<div id="Bar placement in slabs"></div><br />
'''Bar placement in slabs''' (Notes E3.8 – E3.9)<br />
<br />
'''Guidance Notes for Detailing:''' Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting. <br />
<br />
'''(E3.8) Use note with detail drawing indicating which bars are to be shifted.'''<br />
:Contractor may shift or swap bars as needed to tie R4 bar in barrier (4” min. bar spacing).<br />
<br />
'''(E3.9) Use note with detail drawing to indicate top edge longitudinal slab bar only.'''<br />
:Contractor may shift bar as needed to tie R3 bar in barrier.<br />
<br />
== F. Blank ==<br />
<br />
<br />
== G. Substructure Notes ==<br />
<br />
<br />
=== G1. Concrete Bents ===<br />
<br />
'''Expansion Device at End Bents (G1.1 and G1.1.1)'''<br />
<br />
'''(G1.1)'''<br />
:Top of backwall for end Bent<u>s</u> No. <u> &nbsp; &nbsp; </u>&nbsp; shall be formed to the crown and grade of the roadway. Backwall above upper construction joint<u>s</u> shall not be poured until the superstructure slab has been poured in the adjacent span.<br />
<br />
'''(G1.1.1)'''<br />
:All concrete above the upper construction joint in backwall shall be Class B-2.<br />
<br />
<br />
'''Abutments with Flared Wings'''<br />
<br />
'''(G1.2)'''<br />
:Longitudinal dimensions shown for bar spacing in the developed elevations are measured along front face of abutments.<br />
<br />
<br />
'''Stub Bents (G1.3 and G1.4) '''<br />
<br />
'''(G1.3)'''<br />
:<u>Barrier</u>, <u>parapets</u> <u>and</u> <u>end post</u> shall not be poured until the slab has been poured in the adjacent span.<br />
<br />
<br />
'''(G1.4) Use when embedded in rock or on a footing.'''<br />
:Rock shall be excavated to provide at least 6" of earth under the <u>beam and wings.</u><br />
<br />
<br />
'''End Bents with Turned-Back Wings (G1.5 and G1.6)'''<br />
<br />
'''(G1.5) Use for Non-Integral End Bents only.'''<br />
:Field bending shall be required when necessary at the wings for #<u> &nbsp; </u>-H<u> &nbsp; </u>&nbsp;bars in the backwalls for skewed structures and for #<u> &nbsp; </u>-F<u> &nbsp; </u>&nbsp;bars in the wings for the slope of the wing.<br />
<br />
'''(G1.6) Add to sheet showing the typical section thru wing detail.'''<br />
:For reinforcement of the barrier, see Sheet No. <u> &nbsp; &nbsp; </u> (1).<br />
<br />
::(1) Use sheet number of the details of the barrier at end bents.<br />
<br />
<br />
'''Integral End Bents (G1.7 thru G1.10)'''<br />
<br />
'''(G1.7) Place with part plan of end bent, second F bar required for skewed bents. '''<br />
:The #6-F___ <u>and #6-F &nbsp; </u> bars shall be bent in the field to clear <u>beams</u> <u>girders</u>. <br />
<div id="(G1.7.1) Use for skewed bents."></div><br />
<br />
'''(G1.7.1) Use for skewed bents. Place with plan of beam showing reinforcement and part plan of end bent, V bars not required with part plan of end bent. '''<br />
:The U bars <u>and pairs of V bars</u> shall be placed parallel to centerline of roadway.<br />
<br />
'''(G1.8) Place with part plan of end bent.'''<br />
:All concrete in the end bent above top of beam and below top of slab shall be Class B-2.<br />
<br />
'''P/S Structures (G1.9 and G1.9.1). place with part plan of end bent.'''<br />
<br />
'''(G1.9) '''<br />
:Strands at end of the <u>girders</u> <u>beams</u> shall be field bent or, if necessary, cut in field to maintain 1 1/2-inch minimum clearance to fill face of end bent.<br />
<div id="(G1.9.1)"></div><br />
'''(G1.9.1) Use appropriate girder sheet number. '''<br />
:For location of coil tie rods and #5-H__(strand tie bar), see Sheet No.___.<br />
<br />
'''(G1.10) Use for steel structures without steel diaphragms at end bents.'''<br />
:Concrete diaphragms at the integral end bents shall be poured a minimum of 12 hours before the slab is poured.<br />
<br />
<br />
'''Semi-Deep Abutments (G1.11 thru G1.13) Place near the ground line and piling in abutment detail. This detail and notes can be placed with abutment details or near the foundation table.'''<br />
<br />
'''(G1.11)'''<br />
:Earth within abutment shall not be above the ground line shown . Forms supporting the abutment slab may be left in place. <br />
<br />
<br />
'''(G1.12)'''<br />
:The maximum variation of the head of the pile and the battered face of the pile from the position shown shall be no more than 2 inches.<br />
<br />
<br />
'''(G1.13)'''<br />
:Exposed <u>steel piles</u> <u>steel pile shells</u> within the abutment shall be coated with a heavy coating of an approved bituminous paint.<br />
<br />
<div id="All Substructure Sheets with Anchor Bolts"></div><br />
<br />
'''All Substructure Sheets with Anchor Bolts'''<br />
<br />
'''(G1.15A)'''<br />
:Reinforcing steel shall be shifted to clear anchor bolt wells by at least 1/2".<br />
<br />
'''(G1.15B) Use unless only anchor bolt wells are preferred, i.e. uplift, congested reinforcement, etc. '''<br />
<br />
:Holes for anchor bolts may be drilled into the substructure. <br />
<br />
<br />
'''Beam/Girder Chairs (G1.16 thru G1.19). Notes G1.16 and G1.17 shall be placed near chair details. '''<br />
<div id="(G1.16)"></div><br />
'''(G1.16)'''<br />
:Cost of furnishing, fabricating and installing chairs will be considered completely covered by the contract unit price for <u>(a)</u>.<br />
<center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|+ <br />
! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |(a) <br />
|-<br />
|align="left" width="230"|Structures without steel beam or girder pay item ||align="left" width="230"|Fabricated Structural Carbon Steel (Misc.)<br />
|-<br />
|align="left"|Structures with steel beam or girder pay item|| align="left"|Use beam or girder pay item<br />
|}<br />
||<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|-<br />
|width="250" align="left"|When there is no steel beam or girder pay item, the miscellaneous steel for the chair is a substructure pay item and should also be included in the bent substructure quantity box<br />
|}<br />
|}<br />
<br />
</center><br />
'''(G1.17) Use for P/S structures and for steel structures when the chair material is not the pay item material. '''<br />
:Steel for chairs shall be ASTM A709 Grade 36.<br />
<br />
'''(G1.18) Use for structures with steel beam or girder pay items. Place below the substructure quantity box of all bents with chairs using the same pay item for (a) as used in Note G1.16. '''<br />
<br />
:The weight of <u> &nbsp;</u> pounds of chairs is included in the weight of (a). <br />
<br />
'''(G1.19) Place with the other bent notes. Second sentence is required when the chair details are located with other bent details. '''<br />
<br />
Reinforcing steel shall be shifted to clear chairs. <u>For details of chairs, see Sheet No. &nbsp; </u>. <br />
<br />
'''Pile Cap Bents. '''<br />
<br />
'''(G1.20) Place with plan showing reinforcement.'''<br />
:Reinforcing steel shall be shifted to clear piles. U bars shall clear piles by at least 1 1/2 inches. <br />
<br />
'''Vertical Drains at End Bents.''' <br />
<br />
'''(G1.25) Place with part plan of end bent. '''<br />
:For details of vertical drain at end bent, see Sheet No.___. <br />
<br />
'''Bridge Approach Slab. '''<br />
<br />
'''(G1.30) Place with part plan of end bent.'''<br />
:For details of bridge approach slab, see Sheet No.___.<br />
<br />
<br />
'''Miscellaneous'''<br />
<br />
'''(G1.40) Use the following note at all fixed intermediate bents on prestressed girder bridges with steps of 2" or more. Place with plan of beam.'''<br />
:For steps 2 inches or more, use 2 1/4 x 1/2 inch joint filler up vertical face.<br />
<br />
'''(G1.41a) Use the following note when vertical column steel is hooked into the bent beam for seismic category A.''' <br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G1.41b) Use the following note when vertical column steel is hooked into the bent beam for seismic category B, C or D. '''<br />
:The hooks of vertical bars embedded in the beam cap shall not be turned outward, away from the column core.<br />
<br />
'''(G1.42) Place the following note on plans when using Optional Section for Column-Web beam joints.'''<br />
:At the contractor's option, the details shown in optional Section __-__ may be used for column-web beam or tie beam at intermediate Bent No. <u>&nbsp;&nbsp;</u>. No additional payment will be made for this substitution.<br />
<br />
'''(G1.43) Place the following note on plans when you have adjoining twin bridges.'''<br />
:Preformed compression joint seal shall be in accordance with Sec 717. Payment will be considered completely covered by the contract unit price for other items included in the contract.<br />
<br />
'''(G1.44) Use with column closed circular stirrup/tie bar detail.''' <br />
:Minimum lap ____ (Stagger adjacent bar splices)<br />
<br />
'''(G1.45) Use when mechanical bar splices (MBS) are to be specified on the plans for column and drilled shaft vertical reinforcement.'''<br />
: When contractor uses MBS for <u>column</u> <u>and</u> <u>drilled shaft</u> vertical reinforcement, contractor shall increase diameter of stirrup bars and seismic bars (spiral/hoop) as needed at the MBS locations. No additional payment will be made for this adjustment. Stirrup bars and seismic bars shall not be shifted to create large gaps to avoid MBS.<br />
<br />
=== G2. Deadman Anchors ===<br />
<br />
'''(<math>\, *</math>) Size of rod.'''<br />
<br />
'''(G2.1)'''<br />
:Construction sequence:<br />
<br />
'''(G2.2)'''<br />
:Construct end bent with anchor tees in place.<br />
<br />
'''(G2.3)'''<br />
:Construct deadman with anchor tees in place.<br />
<br />
'''(G2.4)'''<br />
:Machine compact fill up to elevation of <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.5)'''<br />
:Install <u>(*)</u>"&oslash; rod, clevis and turnbuckle assembly.<br />
<br />
'''(G2.6)'''<br />
:Tighten turnbuckle until snug.<br />
<br />
'''(G2.7)'''<br />
:Hand compact fill for 12" (min.) over <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.8)'''<br />
:Machine compact remaining fill.<br />
<br />
'''(G2.9)'''<br />
:All anchor tees, rods, clevises, turnbuckles, etc. shall be fabricated from ASTM A709 Grade 36, ASTM A668 Class F or equivalent steel and galvanized in accordance with Sec 1081. Shop drawings will not be required. All concrete shall be Class B. All reinforcing steel shall be Grade 60.<br />
<br />
'''(G2.10)'''<br />
:All metal members of the anchorage system not embedded in concrete shall be cleaned and receive a heavy coating of an approved bituminous paint.<br />
<br />
'''(G2.11)'''<br />
:Fine aggregate shall be in accordance with Sec 1005 and shall be placed below and above the rod and turnbuckles.<br />
<br />
'''(G2.12)'''<br />
:Payment for all materials, excavation, backfill and any other incidental work necessary to complete the Deadman Anchorage Assembly will be considered completely covered by the contract unit price per each.<br />
<br />
'''(G2.13)'''<br />
:Note: Reinforcing steel lengths are based on nominal lengths, out to out.<br />
<br />
=== G3. Vertical Drain at End Bent (Notes for Bridge Standard Drawings)===<br />
<br />
'''(G3.0) '''<br />
:All drain pipe shall be sloped 1 to 2 percent.<br />
<br />
'''(G3.1)'''<br />
:Drain pipe may be either 6-inch diameter corrugated metallic-coated steel pipe underdrain, 4-inch diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4-inch diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
'''(G3.2)'''<br />
:Drain pipe shall be placed at fill face of end bent and inside face of wings. The pipe shall slope to lowest grade of ground line, also missing the lower beam of end bent by a minimum of 1 1/2 inches. <br />
<br />
'''(G3.3)'''<br />
:Perforated pipe shall be placed at fill face side and inside face of wings at the bottom of end bent and plain pipe shall be used where the vertical drain ends to the exit at ground line.<br />
<br />
=== G4. Substructure Quantity Table ===<br />
<br />
'''(G4.1) <font color="purple">[MS Cell]</font color="purple">''' Place substructure quantity table on right side of substructure bent sheet.<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Quantity<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
!colspan="3"|Items shown are for example only, use actual items and quantities for each bent.<br />
|}<br />
<br />
'''(G4.2)'''<br />
:These quantities are included in the estimated quantities table on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
'''Drilled Shafts'''<br />
<br />
'''(G4.3) '''<br />
:All reinforcement in drilled shafts and rock sockets is included in the substructure quantities.<br />
<br />
<br />
=== G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)===<br />
<br />
<br />
====G5a Closed Ended Cast-in Place (CECIP) Concrete Pile====<br />
<br />
'''(G5a1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5a2)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5a3)'''<br />
:Steel for closure plate shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a4)'''<br />
:Steel for cruciform pile point reinforcement shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a5)'''<br />
:Steel casting for conical pile point reinforcement shall be ASTM A148 Grade 90-60.<br />
<br />
'''(G5a6)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness. <br />
<br />
'''(G5a7)'''<br />
:Closure plate shall not project beyond the outside diameter of the pipe pile. Satisfactory weldments may be made by beveling tip end of pipe or by use of inside backing rings. In either case, proper gaps shall be used to obtain weld penetration full thickness of pipe. Payment for furnishing and installing closure plate will be considered completely covered by the contract unit price for Galvanized Cast-In-Place Concrete Piles.<br />
<br />
'''(G5a8)'''<br />
:Splices of pipe for cast-in-place concrete pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length.<br />
<br />
'''(G5a9a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5a9b) Use the following note for seismic category B, C or D '''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5a10)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5a11)''' <br />
:Closure plate need not be galvanized. <br />
<br />
'''(G5a12) '''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel. <br />
<br />
'''(G5a13) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents.'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5a14) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5a15)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
====G5b Open Ended Cast-in Place (OECIP) Concrete Pile====<br />
<br />
'''(G5b1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5b2)'''<br />
:Open ended pile shall be augered out to the minimum pile cleanout penetration elevation and filled with Class B-1 concrete.<br />
<br />
'''(G5b3)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5b4)'''<br />
:Steel casting for open ended cutting shoe pile point reinforcement shall be <u>ASTM A148 Grade 90-60</u>.<br />
<br />
'''(G5b5)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness.<br />
<br />
'''(G5b6)'''<br />
:Splices of pipe for cast-in-place pipe pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length. <br />
<br />
'''(G5b7a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5b7b) Use the following note for seismic category B, C or D'''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5b8)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5b9)'''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel.<br />
<br />
'''(G5b10) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5b11) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5b12)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
===G6. As-Built Pile and Drilled Shaft Data=== <br />
<br />
'''(G6.1) Include A, B and C with all pile types. Include D and E along with bracketed guidance when piles are being dynamic tested.''' <br />
<br />
:Indicate in remarks column:<br />
<br />
:A. Pile type and grade<br />
<br />
:B. Batter<br />
<br />
:C. Driven to practical refusal<br />
<br />
:D. PDA test pile<br />
<br />
:E. Minimum tip elevation controlled<br />
<br />
:(Use when actual blow count is less than PDA blow count due to minimum tip elevation requirement. A plus sign (+) shall be placed after the PDA nominal axial compressive resistance value indicating actual value is higher than PDA value.)<br />
<br />
'''(G6.2) Use this note when only drilled shafts are shown on the sheet. '''<br />
<br />
:Indicate remarks in the remarks column.<br />
<br />
'''(G6.3) '''<br />
<br />
:This sheet to be completed by MoDOT construction personnel.<br />
<br />
===G7. Steel HP Pile===<br />
<br />
'''(G7.1) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Splice Detail - Galvanized.'''<br />
:Galvanizing material shall be omitted or removed one inch clear of weld locations in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702].<br />
<br />
'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
<div id="(G7.4) (Use the following note"></div><br />
'''(G7.3) Use on all plans where HP piles are anticipated to be driven to refusal on rock at any depth.'''<br />
<br />
:HP piles are anticipated to be driven to refusal on rock. Review all borings for depth of rock and restrict driving as appropriate to comply with hard rock driving criteria in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702]. When pile refusal on rock occurs, as approved by the engineer, the minimum nominal axial compressive resistance is verified and no additional pile driving verification method is required.<br />
<br />
===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with Sec 701.<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
<br />
== H. Superstructure Notes ==<br />
<br />
<br />
=== H1. Steel ===<br />
<br />
'''Plate Girders - (Shop welding)'''<br />
<br />
'''(H1.1) To be used only with the permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop flange splice by extending the heavier flange plate and providing approved modifications of details at field flange splices and elsewhere as required. All cost of any required design, plan revisions or re-checking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on Design Plans.<br />
<br />
<br />
'''Welded Shop Splices'''<br />
<br />
'''(H1.1.1) Place near Welded Shop Splice Details.'''<br />
:Welded shop web and flange splices may be permitted when detailed on the shop drawings and approved by the engineer. No additional payment will be made for optional welded shop web and flange splices.<br />
<div id="(H1.2)"></div><br />
'''(H1.2) Use for the welded connection of intermediate web stiffener to compression flange. Use for the welded connection of intermediate diaphragm connection plate to compression flange when bolted connection detail is used for tension flange.'''<br />
:(3) Weld to compression flange as located on Elevation of Girder. <br />
<br />
<div id="(H1.3) Add to note (H1.2)"></div><br />
<br />
'''(H1.3) Add to note (H1.2), only when girders are built up with A514 or A517 steel flanges. Caution: Using this note means that these structural steels are already on the system. Any new construction using these structural steels requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.'''<br />
<br />
:Intermediate web stiffeners shall not be welded to plates of A514 or A517 steel.<br />
<br />
<br />
'''Plate Girders with Camber'''<br />
<br />
'''(H1.4) Place near the elevation of girder.'''<br />
:Plate girders shall be fabricated to be in accordance with the camber diagram shown on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Detail Camber Diagram with note (H1.5), Dead Load Deflection Diagram with notes (H1.6) and (H1.6.1), and Theoretical Slab Haunch with note (H1.7).'''<br />
<br />
'''(H1.5)'''<br />
:Camber includes allowance for <u>vertical curve,</u> <u>superelevation transition,</u> <u>and for</u> dead load deflection due to concrete slab, barrier, <u>asphalt,</u> <u>concrete wearing surface</u> and structural steel.<br />
<br />
'''(H1.6)'''<br />
:<u>&nbsp;&nbsp;</u>% of dead load deflection is due to the weight of structural steel.<br />
<br />
'''(H1.6.1)'''<br />
:Dead load deflection includes weight of structural steel, concrete slab, and barrier.<br />
<br />
<br />
'''(H1.7)'''<br />
:'''*''' Dimension (bottom of slab to top of web) may vary if the girder camber after erection differs from plan camber by more or less than the % of Dead Load Deflection due to weight of structural steel. No payment will be made for any adjustment in forming or additional concrete required for variation in haunching.<br />
<br />
'''Note:''' Increase the haunch by 1/2"&plusmn; more than what is required to make one size shear connector work for both the CIP and the SIP options.<br />
<br />
<br />
'''Bolted Field Splices for Plate Girders and Wide Flange Beams use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel.'''<br />
<br />
'''Place the following notes near detail of bolted field splice:'''<br />
<div id="(H1.8) Include underline"></div><br />
'''(H1.8) Include underline portion for Class C or D faying surfaces. Class B is standard and included in Spec Book 1081.10.3.10.1.'''<br />
<br />
:Contact surfaces shall be in accordance with Sec 1081 for surface preparation. <u>The surface condition factor shall be for Class</u> <u>C</u> <u>D</u> <u>with coefficient of</u> <u>0.30.</u> <u>0.45.</u><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' MoDOT typically uses Class B.<br />
|-<br />
|width="150" valign="top"|Class A Surface: ||Unpainted clean mill scale, and blast-cleaned surfaces with Class A coatings. Surface condition factor = 0.30 (Not used by MoDOT)<br />
|-<br />
|valign="top"|Class B Surface: ||Unpainted blast-cleaned surfaces to SSPC-SP 6 or better, and blast-cleaned surfaces with Class B coatings (inorganic zinc primer), or unsealed pure zinc or 85/15 zinc/aluminum thermal-sprayed coatings with a thickness less than or equal to 16 mils. Surface condition factor = 0.50<br />
|-<br />
|valign="top"|Class C Surface: ||Hot-dip galvanized surfaces. Surface condition factor = 0.30<br />
|-<br />
|valign="top"|Class D Surface:||Blast-cleaned surfaces with Class D coatings (organic zinc-rich primer). Surface condition factor = 0.45<br />
|}<br />
<br />
'''(H1.8.1) ASTM F3148 Grade 144 bolts may be specified by design or directly substituted for a design with A325 bolts. Consult SPM or SLE before using F3148 bolts.'''<br />
:Bolts shall be 7/8-inch diameter ASTM <u>F3125 Grade A325</u> <u>F3148 Grade 144</u> <u>Type 1</u> <u>Type 3</u> in 15/16-inch diameter holes.<br />
<br />
<br />
'''Structures without Longitudinal Section'''<br />
<br />
'''(H1.9) Place just above slab at part section near end diaphragm and draw an arrow to the top of diaphragm.'''<br />
:Haunch slab to bear.<br />
<br />
<br />
'''Top of End Bent Backwall (Without expansion device)'''<br />
<br />
'''(H1.10)'''<br />
:Two layers of 30-lb roofing felt.<br />
<br />
<br />
'''Section thru Spans'''<br />
<br />
'''(H1.11) Place on the slab sheet when applicable.'''<br />
:For details of <u>barrier</u> <u>parapet</u> <u>median bridge rail</u> not shown, see Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Web Stiffeners'''<br />
<br />
'''(H1.12)'''<br />
:Whenever longitudinal stiffeners interfere with bolting the <u>diaphragms</u> <u>cross frames</u> in place, clip stiffeners.<br />
<br />
'''(H1.13)'''<br />
:Longitudinal web stiffeners shall be placed on the outside of exterior girders and on the side opposite of the transverse web stiffener plates for interior girders.<br />
<br />
'''(H1.14)'''<br />
:Transverse web stiffeners shall be located as shown in the plan of structural steel.<br />
<br />
'''(H1.15)'''<br />
:Intermediate web stiffener plate and diaphragm spacing may vary from plan dimensions by a maximum of 3" for diaphragm to connect to the intermediate web stiffener plate.<br />
<br />
<br />
'''Wide Flange Beams - (Shop Welding)'''<br />
<br />
'''(H1.16) To be used only with permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop splice by extending the heavier beam and providing an approved modification of details at the field splices. All costs of any required redesign, plan revisions or rechecking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on the design plans.<br />
<br />
<br />
'''Shear Connectors'''<br />
<br />
'''(H1.17) Use only when "Fabricated Structural …Steel… " is included as a pay item.'''<br />
:Weight of <u>&nbsp;&nbsp;&nbsp;</u> pounds of shear connectors is included in the weight of Fabricated Structural <u>&nbsp;&nbsp;&nbsp;</u> Steel.<br />
<br />
'''(H1.18)'''<br />
:Shear connectors shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 712, 1037 and 1080].<br />
<br />
<br />
'''Notch Toughness for Wide Flange Beams (Do not use the following notes if member is labeled as fracture critical.)<br />
:(Place an ∗ with all the beam sizes indicated on the "Plan of Structural Steel".)<br />
:(Place the following note near the "Plan of Structural Steel".)'''<br />
<br />
'''(H1.19)'''<br />
:∗ Notch toughness is required for all wide flange beams.<br />
<br />
<br />
'''(Place an ∗ with the flange plate, pin plate or hanger bar size indicated on the "Detail of Flange Plates, Pin Plate Connection or Hanger Connection".)''' <br />
<br />
'''(H1.20)'''<br />
:∗ Notch toughness is required for all <u>welded flange plates</u> <u>pin plates</u> <u>hanger bars</u>.<br />
<br />
<br />
'''Notch Toughness for Plate Girders (Do not use the following notes if member is labeled as fracture critical.)<br />
:'''(Place the following note on the sheet with the Elevation of Girder.)'''<br />
:'''(See [[751.5 Structural Detailing Guidelines#751.5.9.3.2 Notch Toughness|Plate Girder Example]] for typical examples for the location of ∗ ∗ ∗ on details for plate girders.)'''<br />
<br />
'''(H1.21)'''<br />
:∗ ∗ ∗ Indicates flange plates subject to notch toughness requirements.<br />
:All web plates shall be subject to notch toughness requirements.<br />
<br />
'''(H1.21.1)'''<br />
:The flange and web splice plates shall be subject to notch toughness requirements, when notch toughness is required for flanges on both sides of splice.<br />
<br />
<br />
'''(Place ∗ ∗ ∗ near the size of flange splice plates, pin plates or hanger bars and the following note near the detail of flange splice, pin plate connection or hanger connection.) '''<br />
<br />
'''(H1.22)'''<br />
:∗ ∗ ∗ Indicates <u>flange splice plates</u> <u>pin plates</u> <u>hanger bars</u> subject to notch toughness requirements.<br />
<br />
<div id="(H1.23)"></div><br />
'''(H1.23) Structural Steel for Wide Flange Beams and Plate Girder Structures'''<br />
<br />
'''(H1.23a)'''<br />
:Fabricated structural steel shall be ASTM A709 Grade <u>36</u> <u>50</u>, except as noted.<br />
<br />
'''(H1.23b) Use the following note on all structures that contain non-redundant Fracture Critical Members (FCM).'''<br />
Label FCM members in the details, and place the following note nearby. Notes H1.19 through H1.22 are not required when the member is labeled as fracture critical.<br />
<br />
:FCM indicates Fracture Critical Member, see [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''Tangent Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel and Elevation of Beams or Girders'''<br />
<br />
'''(H1.24)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Oversized Holes for Intermediate Diaphragms'''<br />
<br />
'''Place the following note near the intermediate diaphragm detail on all tangent wide flange and plate girder structures.'''<br />
<br />
'''(H1.26)'''<br />
:At the contractor's option, holes in the diaphragm plate of non slab bearing diaphragms may be made 3/16" larger than the nominal diameter of the bolt. A hardened washer shall be used under the bolt head and nut when this option is used. Holes in the girder diaphragm connection plate or transverse web stiffener shall be standard size.<br />
<br />
<br />
'''Slab drain attachment holes'''<br />
<br />
'''Place the following note near the Elevation of Girder detail for plate girders or near the plan view for Wide Flange Beams when Slab Drains are used.'''<br />
<br />
'''(H1.27)'''<br />
:For location of slab drain attachment holes, see slab drain details sheet.<br />
<br />
<br />
'''Tangent Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''Dimensions given in plan should be identical to horizontal dimensions detailed in Part-Longitudinal Sections or blocking diagram.'''<br />
<br />
'''(H1.28)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.29)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.31)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Elevation of Beams or Girders'''<br />
<br />
'''(H1.32)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)''' <br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.36)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.37)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Structures on Vertical Curve'''<br />
<br />
'''(H1.39)'''<br />
:Elevations shown are at top of web before dead load deflection.<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange'''<br />
<br />
'''(H1.40) Use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Bolts shall be 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> that connect the 6 x 6 x 3/8 angle to the top flange and placed so the nut is on the inside of flange toward the web. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied. <br />
|}<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange for Structures on Vertical Curve'''<br />
<br />
'''(H1.40.1)'''<br />
:The 6 x 6 x 3/8 angle legs shall be adjusted to the variable angle between bearing stiffener and top flange created by girder tilt due to grade requirements.<br />
<br />
<br />
'''(H1.42) Place the following note near the Plan of Structural Steel for all new bridges with staged construction or bridge widening projects. '''<br />
:Bolts for intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be installed snug tight, then tightened after both adjacent slab pours are completed.<br />
<br />
'''(H1.43) Place the following note on the staging sheet for all bridge redecking projects with staged construction.'''<br />
:Existing <u>bolts</u> <u>rivets</u> on intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be removed and replaced with new in kind high strength bolts installed snug tight and in accordance with Sec 712. The high strength bolts shall be tightened after both adjacent slab pours are completed. Cost will be considered incidental to other pay items.<br />
<br />
'''(H1.45) Place near Detail B and Optional Detail B with cross frame diaphragms. '''<br />
:'''*''' At the contractor's option, rectangular fill plates may be used in lieu of diamond fill plates as shown in Optional Detail B.<br />
<br />
'''Haunching (Use for wide flange deck replacements.) '''<br />
<br />
'''(H1.51)'''<br />
:Slab is to be considered at a uniform thickness as shown on the plans. Haunching will vary. See front sheet for slab thickness.<br />
<br />
'''(H1.53) Drip angles''' (Notes for Bridge Standard Drawings)<br />
:'''(H1.53a)''' Drip angles shall be caulked with dark brown caulking against flange, web and fillet welds.<br />
:'''(H1.53b)''' Drip angles shall be same grade as bottom flange.<br />
:'''(H1.53c)''' Use 1/2-inch diameter ASTM F3125 Grade A325 Type 3 for bolted connection.<br />
<br />
=== H2. Concrete ===<br />
<br />
<br />
==== H2a. Continuous Slab ====<br />
<br />
'''(H2a.1) Use for voided slabs'''<br />
:Tubes for producing voids shall have an outside diameter of [[Image:751.50 circled 1.gif]] and shall be anchored at not more than [[Image:751.50 circled 2.gif]] centers. Fiber tubes shall have a wall thickness of not less than [[Image:751.50 circled 3.gif]].<br />
<br />
<br />
(*) See the following table for [[Image:751.50 circled 1.gif]], [[Image:751.50 circled 2.gif]], & [[Image:751.50 circled 3.gif]].<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|+(Do not show this table on plans)<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Voids<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 1.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 2.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|[[Image:751.50 circled 3.gif]]<br />
|-<br />
|width="75pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|7"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|7.0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|8.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|9"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|9.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|10"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|10.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|11"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|11.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|12"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|12.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|14"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|14.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.250"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|15 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|15.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|16 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|16.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|18 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-6"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|20 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|20.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|21 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|22 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|22.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"|24 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|24.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|}<br />
<br />
==== H2b. Prestressed Panels (Notes for Bridge Standard Drawings)====<br />
<br />
'''H2b1. Notes for both Concrete and Steel Spans '''<br />
<br />
'''(H2b1.1)'''<br />
:Concrete for prestressed panels shall be Class A-1 with f'<sub>c</sub> = 6,000 psi, f'<sub>ci</sub> = 4,000 psi.<br />
<br />
'''(H2b1.2)'''<br />
:The top surface of all panels shall receive a scored finish with a depth of scoring of 1/8" perpendicular to the prestressing strands in the panels.<br />
<br />
'''(H2b1.3)'''<br />
:Prestressing tendons shall be high-tensile strength uncoated seven-wire, low-relaxation strands for prestressed concrete in accordance with AASHTO M 203 Grade 270, with nominal diameter of strand = 3/8" and nominal area = 0.085 sq. in. and minimum ultimate strength = 22.95 kips (270 ksi). Larger strands may be used with the same spacing and initial tension.<br />
<br />
'''(H2b1.4)'''<br />
:Initial prestressing force = 17.2 kips/strand.<br />
<br />
'''(H2b1.5)'''<br />
:The method and sequence of releasing the strands shall be shown on the shop drawings.<br />
<br />
'''(H2b1.6)'''<br />
:Suitable anchorage devices for lifting panels may be cast in panels, provided the devices are shown on the shop drawings and approved by the engineer. Panel lengths shall be determined by the contractor and shown on the shop drawings.<br />
<br />
'''(H2b1.7)'''<br />
:When squared end panels are used at skewed bents, the skewed portion shall be cast full depth. No separate payment will be made for additional concrete and reinforcing required.<br />
<br />
'''(H2b1.8) References the P3 bars shown in the Plans of Panels. '''<br />
:Use #3-P3 bars if panel is skewed 45&deg; or greater.<br />
<br />
'''(H2b1.9)'''<br />
:All reinforcement other than prestressing strands shall be epoxy coated.<br />
<br />
'''(H2b1.10) References the panel extension into the diaphragms shown in the Plan of Panels Placement. '''<br />
:End panels shall be dimensioned 1/2" min. to 1 1/2" max. from the inside face of diaphragm.<br />
<br />
'''(H2b1.11) References the S-bars shown in the Plan of Panels Placement. '''<br />
:S-bars shown are bottom steel in slab between panels and used with squared and truncated end panels only.<br />
<br />
'''(H2b1.12)'''<br />
:Cost of S-bars will be considered completely covered by the contract unit price for the slab.<br />
<br />
'''(H2b1.13)'''<br />
:S-bars are not listed in the bill of reinforcing.<br />
<br />
'''(H2b1.14) Place as fifth note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be glued to the <u>girder</u> <u>beam</u>. When thickness exceeds 1 1/2 inches, the joint filler shall be glued top and bottom. The glue used shall be the type recommended by the joint filler manufacturer.<br />
<br />
'''(H2b1.15)'''<br />
:Precast panels may be in contact with stirrup reinforcing in diaphragms.<br />
<br />
'''(H2b1.16) References the transverse S-bars extension into integral end bents shown in the Plan of Panels Placement. '''<br />
:Extend S-Bars 18 inches beyond the front face of end bents and int. bents for squared and truncated end panels only.<br />
<br />
'''(H2b1.17) References the 3/8-inch diameter strands shown in the Plans of Panels. '''<br />
:Any strand 2'-0" or shorter shall have a #4 reinforcing bar on each side of it, centered between strands. Strands 2'-0" or shorter may then be debonded at the fabricator's option.<br />
<br />
'''(H2b1.18)'''<br />
:Support from diaphragm forms is required under the optional skewed end until cast-in-place concrete has reached 3,000 psi compressive strength.<br />
<br />
'''(H2b1.19) Place under the Bending Diagram for U1 Bar. '''<br />
:U1 Bars may be oriented at right angles to location and spacing shown. U1 Bars shall be placed between P1 Bars. <br />
<br />
'''(H2b1.20) Place as last note under Joint Filler heading in the General Notes. '''<br />
:Edges of panels shall be uniformly seated on the joint filler before slab reinforcement is placed.<br />
<br />
'''(H2b1.21)'''<br />
:Prestressed panels shall be brought to saturated surface-dry (SSD) condition just prior to the deck pour. There shall be no free standing water on the panels or in the area to be cast.<br />
<br />
'''(H2b1.22)''' <br />
:The prestressed panel quantities are not included in the table of estimated quantities for the slab.<br />
<br />
'''(H2b1.23) References the transverse S-bars extension beyond the edge of girder or beam shown in the Plan of Panels Placement.''' <br />
:Extend S-bars 9 inches beyond edge of <u>girder</u> <u>beam (Typ.)</u>.<br />
<br />
'''(H2b1.24) References the panel overhang shown in Section A-A. '''<br />
:Contractor shall ensure proper consolidation under and between panels.<br />
<br />
'''(H2b1.25) Place as first note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be preformed fiber expansion joint material in accordance with Sec 1057 or expanded or extruded polystyrene bedding material in accordance with Sec 1073.<br />
<br />
'''(H2b1.26) References the #3-P1 bars in the squared and truncated end panels only shown in the Plans of Squared Panel and Optional Truncated End Panel.'''<br />
:For end panels only, P1 bars shall be 2’-0” in length and embedded 12”. P1 bars will not be required for panels at squared integral end bents. <br />
<br />
'''(H2b1.27) References the four #3-P2 bars required below the strands shown in the plans of panels and the section thru the panel. '''<br />
: #3-P2 bars near edge of panel at bottom (under strands).<br />
<br />
'''(H2b1.28) References the bottom transverse slab bars shown in the section near the expansion gap. Not required if there is not an expansion gap on the bridge. '''<br />
:S-bars shown are used with skewed end panels, or squared end panels of squared structures only. The #5 S-bars shall extend the width of slab (2'-6" lap if necessary) or to within 3 inches of expansion device assemblies.<br />
<br />
'''(H2b1.29) References #3-P1 bars required at expansion gaps shown in the Plan of Optional Skewed End Panel. Not required if there is not an expansion gap on the bridge. '''<br />
:P1 bars not required for integral bents.<br />
<br />
'''(H2b1.30) References the min. steel reinforcement for openings in slab created by truncated end panels.'''<br />
:For truncated end panels, use a min. of #5-S bars at 6” crossings in openings, or min. 4x4-W7xW7.<br />
<br />
<br />
'''H2b2. Additional Notes for Panels on Concrete Spans'''<br />
<br />
'''(H2b2.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material may be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances.<br />
<br />
'''(H2b2.6) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of preformed fiber expansion joint material shall be used under any one edge of any panel except at locations where top flange thickness may be stepped. The maximum change in thickness between adjacent panels shall be 1/2 inch. The polystyrene bedding material may be cut with a transition to match haunch height above top of flange.<br />
<br />
'''(H2b2.7) References the top flange thickness shown in Section A-A. '''<br />
:At the contractor's option, the variation in slab thickness over prestressed panels may be eliminated or reduced by increasing and varying the <u>girder</u> <u>beam</u> top flange thickness. Dimensions shall be shown on the shop drawings.<br />
<br />
'''(H2b2.8) References the slab thickness above the panel shown in Section A-A. '''<br />
:Slab thickness over prestressed panels varies due to <u>girder</u> <u>beam</u> camber. In order to maintain minimum slab thickness, it may be necessary to raise the grade uniformly throughout the structure. No payment will be made for additional labor or materials required for necessary grade adjustment.<br />
<br />
'''(H2b2.10) Place as second note under Joint Filler heading in the General Notes. '''<br />
:Use Slab Haunching Diagram on Sheet No. __ for determining thickness of joint filler within the limits noted in the table of Joint Filler Dimensions. <br />
<br />
<br />
'''H2b3. Additional Notes for Panels on Steel Spans'''<br />
<br />
'''(H2b3.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material shall be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances. <br />
<br />
'''(H2b3.2) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of material shall be used under any one edge of any panel except at splices, and the maximum change in thickness between adjacent panels shall be 1/4 inch to correct for variations from <u>Girder</u> <u>Beam</u> Camber Diagram. The polystyrene bedding material may be cut to match haunch height above top of flange.<br />
<br />
'''(H2b3.3) References the slab thickness above the panel shown in Section A-A. '''<br />
:Adjustment in the slab thickness, joint filler, or grade will be necessary if the <u>girder</u> <u>beam</u> camber after erection differs from plan camber by more than the % of dead load deflection due to the weight of structural steel. No payment will be made for additional labor or materials for the adjustment.<br />
<br />
'''(H2b3.5) Place as second note under Joint Filler heading in the General Notes. '''<br />
:The thickness of the joint filler shall be adjusted to achieve the slab haunching dimension found on Sheet No. __. These adjustments shall be within the limits noted in the table of Joint Filler Dimensions.<br />
<br />
==== H2c. Prestressed Girders and Beams====<br />
<br />
'''H2c1. Notes for all Girders and Beams. Place in general notes unless otherwise specified. ''' <br />
<br />
'''(H2c1.1)'''<br />
:Concrete for prestressed <u>girders</u> <u>beams</u> shall be Class A-1 with f'<sub>c</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi and f'<sub>ci</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi.<br />
<div id="(H2c1.3)"></div><br />
'''(H2c1.3)'''<br />
:Use ___ strands, <u>1/2</u> <u>0.6</u>"ø Grade 270, with an initial prestress force of <u>&nbsp;&nbsp;&nbsp;</u> kips.<br />
<br />
'''(H2c1.4) '''<br />
:Pretensioned members shall be in accordance with Sec 1029.<br />
<br />
'''(H2c1.5) '''<br />
:Fabricator shall be responsible for location and design of lifting devices. <br />
<div id="(H2c1.7)"></div><br />
'''(H2c1.7) All girders and beams except double-tee girders. Top flange blockout for multiple span NU girders only. Application of bond breaker for prestressed panel decks on NU girders and spread beams only.'''<br />
:Exterior and interior <u>girders</u> <u>beams</u> are the same except: coil ties, <u>top flange blockout,</u> <u>application of bond breaker,</u> <u>coil inserts for slab drains,</u> <u>holes for steel intermediate diaphragms</u>.<br />
<br />
'''(H2c1.9) Use when the camber diagram is placed on another sheet. '''<br />
:For <u>Girder</u> <u>Beam</u> Camber Diagram, see Sheet No. __. <br />
<br />
<div id="(H2c1.10)"></div><br />
'''(H2c1.10) Use when steel intermediate diaphragms are present.'''<br />
:The 1 1/2"ø holes shall be cast in the web for steel intermediate diaphragms. Drilling is not allowed. For location of holes and details of steel intermediate diaphragms, see Sheet No. __.<br />
<br />
'''(H2c1.15) Use when slab drains are present. Use <u>drain blockouts</u> for double-tee girders, otherwise use <u>coil inserts at slab drains</u>. '''<br />
:For location of <u>coil inserts at slab drains</u> <u>drain blockouts</u>, see Sheet No. __. <br />
<br />
'''(H2c1.25) Place near vent hole details for stream crossings only for girder structures. Use <u>(one end only)</u> for flat grades otherwise use <u>upgrade</u>. '''<br />
:Place vent holes at or near <u>upgrade</u> 1/3 point of girders <u>(one end only)</u> and clear reinforcing steel and strands by 1 1/2" minimum <u>and steel intermediate diaphragms bolt connection by 6" minimum</u>. <br />
<br />
<div id="(H2c1.38)"></div><br />
'''(H2c1.38) '''<br />
:For location of coil ties at <u>concrete diaphragms</u> <u>and integral bents</u>, see Sheet<u>s</u> No. __<u>and</u> __. <br />
<br />
'''(H2c1.44) Place near strand arrangement detail when strands are debonded (primarily with beams).'''<br />
:All strands are fully bonded unless otherwise noted.<br />
<br />
'''(H2c1.46) Place near strands at girder or beam ends detail with non-integral bents. Adjust the details accordingly. '''<br />
:Prestressing strands at End Bents No. __ and __ <u>and Intermediate</u> <u>Bents</u> No. __ and __ shall be trimmed to within 1/8 inch of concrete if exposed, or 1 inch of concrete if encased. Exposed ends of girders shall be given 2 coats of an asphalt paint. Ends of girders which will be encased in concrete diaphragms shall not be painted. <br />
<br />
<br />
'''H2c2. Additional NU-Girder Notes. Place with H2c1 general notes.''' <br />
<br />
<div id="(H2c2.2)"></div><br />
'''(H2c2.2) Use for NU 35 and NU 43 only '''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the girders during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not drill holes in the girders. <br />
<br />
'''(H2c2.3) '''<br />
:Alternate bar reinforcing steel details are provided and may be used. The same type of reinforcing steel shall be used for all girders in all spans. <br />
<br />
<div id="(H2c2.10)"></div><br />
<br />
'''H2c3. Additional Double-Tee Girder Notes. Place with H2c1 general notes. '''<br />
<br />
'''(H2c3.1) '''<br />
:Girders shall be handled and erected into position in a manner that will not impair the strength of the girder. <br />
<br />
'''(H2c3.2) '''<br />
:The vertical face of the exterior girder that will be in contact with the slab shall be roughened by sand blasting, or other approved methods, to provide suitable bond between girder and slab. <br />
<br />
'''(H2c3.3) '''<br />
:All exposed edges of concrete shall have a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H2c3.4) '''<br />
:Payment for edge block will be considered completely covered by the contract unit price for the double-tee girders. <br />
<br />
'''(H2c3.5) '''<br />
:Provide lifting loops in each end of double-tee girder, located near center of stem, 2 feet from each end. <br />
<br />
'''(H2c3.6) '''<br />
:Adequate reinforcing other than the specified welded wire fabric may be used with the approval of the engineer. <br />
<br />
'''Use notes H2c3.10 and H2c3.11 when a thrie beam bridge rail is used. '''<br />
<br />
'''(H2c3.10) '''<br />
:See slab sheet for spacing of rail posts. <br />
<br />
'''(H2c3.11) '''<br />
:See thrie beam rail sheet for details of bolt spacing at rail posts and anchor bolt lengths. <br />
<br />
<div id="H2c4. Additional Prestressed Concrete Box Beam Notes"></div><br />
<br />
'''H2c4. Blank'''<br />
<br />
<br />
'''H2c5. Blank '''<br />
<br />
<br />
'''H2c6. Camber Diagram & Slab Haunching or Slab Thickness Diagram '''<br />
<div id="(H2c6.1)"></div><br />
<br />
'''(H2c6.1) Place with camber diagram '''<font color="purple">[MS Cell]</font color="purple">''' for all girders and beams. '''<br />
:Conversion factors for <u>girder</u> <u>beam</u> camber (Estimated at 90 days): <br />
<br />
:'''Use with spans 75' and greater in length. '''<br />
:0.1 pt. = 0.314 x 0.5 pt. <br />
:0.2 pt. = 0.593 x 0.5 pt. <br />
:0.3 pt. = 0.813 x 0.5 pt. <br />
:0.4 pt. = 0.952 x 0.5 pt. <br />
<br />
:'''Use with spans less than 75' in length. '''<br />
:0.25 pt. = 0.7125 x 0.5 pt. <br />
<div id="Place notes H2c6.10 thru H2c6.14"></div><br />
'''Place notes H2c6.10 thru H2c6.14 with slab haunching diagram '''<font color="purple">[MS Cell]</font color="purple">''' (slab thickness diagram '''<font color="purple">[MS Cell]</font color="purple">''' for double-tee girders and adjacent beams). '''<br />
<br />
'''(H2c6.10) Omit underlined haunch segments for double-tee girders and adjacent beams. The minimum embedment sentence is not applicable for Box Beams. Omit hairpin bar when not used on the plan details.'''<br />
:If <u>girder</u> <u>beam</u> camber is different from that shown in the camber diagram, in order to maintain minimum slab thickness, <u>an adjustment of the slab haunches,</u> an increase in slab thickness or a raise in grade uniformly throughout the structure shall be necessary. <u>The haunch shall be limited to ensure the projecting girder reinforcement</u> <u>or hairpin bar</u> <u>is embedded into slab at least 2 inches.</u> No payment will be made for additional labor or materials required for variation in <u>haunching,</u> slab thickness or grade adjustment. <br />
<br />
'''(H2c6.11) Omit “haunches” for double-tee girders and adjacent beams. '''<br />
:Concrete in the slab <u>haunches</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>. <br />
<br />
'''(H2c6.13) Use only for double-tee girders and adjacent beams. Underline part only required when the slab thickness within parabolic crown is less than the minimum slab thickness. A = minimum slab thickness. B = slab thickness at crown centerline. '''<br />
:The slab is to be built parallel to grade and to a minimum thickness of '''''A''''' <u>(Except varies from '''''A''''' to '''''B''''' within parabolic crown)</u>. <br />
<br />
'''(H2c6.14) Use only if the camber diagram is located on the girder or beam sheet. '''<br />
:See <u>girder</u> <u>beam</u> sheet for <u>girder</u> <u>beam</u> camber diagram. <br />
<br />
<br />
'''H2c7. Steel Intermediate Diaphragms ''' <br />
<br />
'''(H2c7.1) For the location of (*), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(*) In lieu of 2 1/2" outside diameter washers, contractor may substitute a 3/16" (Min. thickness) plate with four 15/16"ø holes and one hardened washer per bolt. <br />
<br />
'''(H2c7.2) For the location of (**), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(**) Bolts shall be tightened to provide a tension of one-half that specified in Sec 712 for high strength bolt installation. ASTM F3125 Grade A325 Type 1 bolts may be substituted for and installed in accordance with the requirements for the specified A307 bolts. <br />
<br />
'''(H2c7.3) '''<br />
:All diaphragm materials including bolts, nuts, and washers shall be galvanized. <br />
<br />
'''(H2c7.4) '''<br />
:Fabricated structural steel shall be ASTM A709 Grade 36 except as noted. <br />
<br />
'''(H2c7.5) '''<br />
:Payment for furnishing and installing steel intermediate diaphragms will be considered completely covered by the contract unit price for Steel Intermediate Diaphragm for P/S Concrete Girders. <br />
<br />
'''(H2c7.6) '''<br />
:Shop drawings will not be required for steel intermediate diaphragms and angle connections. <br />
<br />
<br />
'''H2c8. Concrete Diaphragms at Intermediate Bents '''<br />
<br />
'''(H2c8.1) Place near diaphragm details for all girders and beams except for double-tee girders at the following grades: 16” > 5%, 22” > 4% and 30” > 3%. '''<br />
:Diaphragms at intermediate bents shall be built vertical.<br />
<br />
=== H3. Bearings ===<br />
<br />
<br />
==== H3a. Type C & D ====<br />
<br />
'''The following notes apply to Type C Bearings.'''<br />
<br />
'''(H3.1)'''<br />
:Anchor bolts for Type C bearings shall be 1"ø ASTM F1554 Grade 55 swedged bolts, with no heads or nuts and shall extend 10" into the concrete. Swedging shall be 1" less than the extension into the concrete. Anchor bolts shall be set in the drilling holes or in the anchor bolt wells and grouted prior to the erection of steel. The top of anchor bolts shall be set approximately 1/4" below the top of bearing. <br />
<br />
'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.3)'''<br />
:Weight of the anchor bolts for the bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.4) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.5)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following notes apply to Type D Bearings.'''<br />
<br />
'''(H3.6)'''<br />
:Anchor bolts for Type D bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329. <br />
<br />
'''(H3.8)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.9) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.10)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type D Bearings Modified.'''<br />
<br />
'''(H3.11)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3b. Type E ====<br />
<br />
'''The following notes apply to Type E Bearings.'''<br />
<br />
'''(H3.15)'''<br />
:Anchor bolts for Type E bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.17)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.18) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.20)'''<br />
:A lubricant coating shall be applied in the shop to both mating surfaces of the bearing assembly. The lubricant, method of cleaning, and application shall meet the requirements of MIL-L-23398 and MIL-L-46147. The coated areas shall be protected for shipping and erection.<br />
<br />
'''(H3.21)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type E Bearings Modified.'''<br />
<br />
'''(H3.22)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3c. Type N PTFE ====<br />
<br />
'''(H3.24)''' <br />
:Design coefficient of friction equals _____.<br />
<br />
'''(H3.24.1)'''<br />
:The PTFE surface shall be <u>flat</u> <u>dimpled</u>.<br />
<br />
'''(H3.24.2) Use for Dimpled PTFE only'''<br />
:The depth of the dimples shall be at least 0.08 inch but less than one-half the PTFE thickness and the diameter shall be no more than 0.32 inch. Dimples shall be uniformly distributed and cover greater than 20% but less than 30% of the entire PTFE surface area. Dimples shall not be placed to intersect the edge of the PTFE surface.<br />
<br />
'''(H3.24.3) Use for Dimpled PTFE only''' <br />
:Dimpled PTFE surfaces shall be lubricated with silicone grease meeting the Society of Automotive Engineers Specification SAE-AS8660.<br />
<br />
'''(H3.25) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.27)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.28)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
<br />
'''Use the following note when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized.'''<br />
<br />
'''(H3.29) Use grade per Design Comps.'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating.<br />
<br />
<div id="Use the following note when ASTM A709 Grade 50W steel"></div><br />
'''Use the following note when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
<div id="(H3.29.1)"></div><br />
'''(H3.29.1)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material. <br />
<div id="(H3.29.2)"></div><br />
'''Use the following note when steel superstructure is galvanized. '''<br />
<br />
'''(H3.29.2)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. The stainless steel plate shall be protected from galvanizing. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.30)'''<br />
:Type N PTFE Bearings shall be in accordance with Sec 716.<br />
<br />
'''(H3.31)'''<br />
:PTFE surface shall be fabricated as a single piece. Splicing will not be permitted. <br />
<br />
'''(H3.32)'''<br />
:Stopper plates <u>and straps</u> shall be provided to prevent loss of support due to creeping of PTFE bearings. Payment for fabricating and installing the stopper plates <u>and straps</u> will be considered completely covered by the contract unit price for Type N PTFE Bearing.<br />
<br />
'''(H3.33)'''<br />
:The bottom face of the 1/8" stainless steel plate that is welded to the sole plate shall be lubricated with a lubricant that is approved by the bearing manufacturer.<br />
<br />
==== H3d. Laminated Neoprene Pad Assembly ====<br />
<br />
'''(H3.45) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.47)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.48)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H3.49) Use grade per Design Comps. Use when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized. '''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<div id="(H3.49.1) Use when ASTM A709 Grade 50W steel"></div><br />
'''(H3.49.1) Use when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material.<br />
<div id="(H3.49.2)"></div><br />
'''(H3.49.2) Use the following note when steel superstructure is galvanized.''' <br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.50)'''<br />
:Laminated Neoprene Bearing Pad Assembly shall be in accordance with Sec 716.<br />
<br />
==== H3e. Flat Plate, Rolled Steel Plates (Deck Girders) & Carbon Steel Castings (Truss) ====<br />
<br />
'''The following notes apply to Flat Plate Bearings.'''<br />
<br />
'''(H3.65)'''<br />
:Flat plate bearings shall be straightened to plane surfaces.<br />
<br />
'''(H3.66)'''<br />
:Anchor bolts shall be 1"&oslash; ASTM F1554 Grade 55 swedged bolts, 10" long with no heads or nuts. Top of anchor bolts shall be set approximately 1/2" above top of bottom flange.<br />
<br />
'''(H3.67)'''<br />
:Bottom flange of beam <u>and bevel</u> plate shall have 1 1/4"&oslash; holes at fixed end and 1 1/4" x 2 1/2" slots at expansion end.<br />
<br />
'''(H3.68)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
'''(H3.69)'''<br />
:Weight of the anchor bolts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
<br />
'''The following notes apply to Rolled Steel Bearing Plates (Deck Girder Repair and Widening).'''<br />
<br />
'''(H3.70)'''<br />
:Material shall be ASTM A709 Grade 36 steel. Holes in 7/8" plates for 3/4" x 2 1/4" and 1 1/2" x 3" anchors shall be made for a driving fit. After anchors are driven in place, anchors shall be lightly tack welded to the 7/8" plates.<br />
<br />
'''(H3.71)'''<br />
:Edge A shall be rounded (1/16" to 1/8" radius).<br />
<br />
<br />
'''The following notes apply to Carbon Steel Casting (Truss).'''<br />
<br />
'''(H3.75)'''<br />
:All fillets shall have a 3/4" radius.<br />
<br />
'''(H3.76) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be 1 1/2"&oslash; ASTM F1554 Grade <u>55</u> <u>105</u> swedge bolts and shall extend 15" into concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Furnish one 4"&oslash; pin, AISI C1042, with 2 heavy hexagon pin nuts.<br />
<br />
'''(H3.77)'''<br />
:Material for bearing shall be carbon steel castings and will be considered completely covered by the contract unit price for Carbon Steel Castings. Pins, anchor bolts, heavy hexagon nuts, pipe and rolled steel bearing plates will be considered completely covered by the contract unit price for Structural Carbon Steel.<br />
<br />
'''(H3.78)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
====H3f. Pot Bearing Pad Assembly====<br />
<br />
'''(H3.79)'''<br />
<br />
:The bearing design shall conform to the provisions of the latest edition of AASHTO LRFD Bridge Design Specifications.<br />
<br />
'''(H3.80)'''<br />
<br />
:The contractor, in coordination with the bearing manufacturer, shall be responsible for sizing the sole plate and masonry plate and determining the size, number, and location of anchor bolts based on the load and movement capacities, indicated in the Bearing Data.<br />
<br />
'''(H3.81)'''<br />
<br />
:The contractor shall submit calculations sealed by a Professional Engineer, licensed in the state of Missouri, indicating conformance with design load and material criteria in the contract documents.<br />
<br />
'''(H3.82)'''<br />
<br />
:'''(1)''' Maximum vertical dimension of the complete bearing. If the actual bearing dimension differs, adjustments shall be made in the thickness of the sole plate, masonry plate and concrete pad as needed by the contractor at no additional cost to the owner. Contractor shall submit proposed method of adjustment to Engineer for approval.<br />
<br />
'''(H3.83)'''<br />
<br />
:'''(2)''' Estimated horizontal dimension of the pot bearing device. If the actual dimension differs, adjust the size of the sole plate and masonry plate as needed by the contractor at no additional cost to the owner.<br />
<br />
'''(H3.84)'''<br />
<br />
:'''(5)''' The temperature of the steel adjacent to the elastomeric should be kept below 250°F.<br />
<br />
'''(H3.85)'''<br />
<br />
:The Dimension H in the Bearing Data Table represents the assumed total height of bearing mechanism between the sole plate and masonry plate used by the designer to establish the pedestal elevations. <br />
<br />
'''(H3.86)'''<br />
<br />
:The bearings shall be manufactured pot bearings, designed for the load and movement capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.87)'''<br />
<br />
:All expansion Bearings shall have maximum friction coefficient of 3%.<br />
<br />
'''(H3.88)'''<br />
<br />
:Steel for pot bearings shall be AASHTO M270 Grade 50 and shall be galvanized. Steel for sole plate and masonry plates shall be AASHTO M270 Grade 50.<br />
<br />
'''(H3.89)'''<br />
<br />
:Anchor bolts shall conform to ASTM F1554 Grade 55. The anchor bolts shall be the swedge-type and shall have a minimum diameter of 1 1/2-inches and extend a minimum of __-inches into the concrete. Swedging shall be 1-inch less than the extension into the concrete.<br />
<br />
'''(H3.90)'''<br />
<br />
:Anchor bolts shall be installed using a hardened steel washer at each exposed location.<br />
<br />
'''(H3.91)'''<br />
<br />
:Washers shall conform to ASTM F463.<br />
<br />
'''(H3.92)'''<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.93)'''<br />
<br />
:Certified mill test reports, conforming to the requirements of the specifications, for the metals of the pot bearing device, sole plate, masonry plate and anchor bolts shall be submitted.<br />
<br />
'''(H3.94)'''<br />
<br />
:The masonry plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.95)'''<br />
<br />
:The sole plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.96)'''<br />
<br />
:The bearing device, sole plate and masonry plate shall be assembled in the shop and the bearing assembly shall be field welded to the bottom flange of the steel cap beam. The welds shall be designed for the load capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.97)'''<br />
<br />
:After installation of the bearings, any uncoated or damaged surfaces of the masonry and sole plates shall be prepared in accordance with the specifications and field-coated with inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
<br />
'''(H3.98)'''<br />
<br />
:After installation of the bearings and field-applied prime coats, the surfaces of the masonry and sole plates shall be field-coated with System G intermediate and finish coat.<br />
<br />
'''(H3.99)'''<br />
<br />
:All bearings shall be marked prior to shipping. The marks shall include the bearing location on the bridge and a direction arrow that points up-station. All marks shall be permanent and be visible after the bearing is installed.<br />
<br />
'''(H3.100)'''<br />
<br />
:The pot bearing device, sole plate, masonry plate, anchor bolts, washers, anchor bolts wells and any other appurtenances included in the fabrication and installation of the pot bearing device shall be incidental to the pay item Pot Bearings.<br />
<br />
'''(H3.101)'''<br />
<br />
:Whenever jacking of the Superstructure is needed to reset the bearings, the contractor shall submit a jacking sequence for approval.<br />
<br />
=== H4. Conduit System ===<br />
<br />
'''(H4.1)'''<br />
:Cost of furnishing and placing anchor bolts for light standard will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H4.2) Use for all conduits. Use underlined portions when encased in concrete barrier and/or wing.'''<br />
:All conduits shall be rigid nonmetallic schedule 40 heavy wall polyvinyl chloride (PVC) with <u>3 ½-inch minimum cover in barrier</u> <u>and 4 ½-inch minimum cover in abutment wing</u>. Each section of conduit shall bear the Underwriters Laboratories (UL) label.<br />
<br />
'''(H4.2.1) Use for all conduits when conduit clamps are required. Also see Note H4.10.'''<br />
:All conduit clamps shall be commercially-available, nonmetallic conduit clamps and approved by the engineer.<br />
<br />
'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55. <br />
<br />
'''(H4.3)'''<br />
:Shift reinforcing steel in field where necessary to clear conduit and junction boxes.<br />
<br />
'''(H4.4)'''<br />
:Light standards, wiring and fixtures shall be furnished and installed by others.<br />
<br />
'''(H4.5)'''<br />
:Top of light standard supports shall be made horizontal; anchor bolts shall be placed vertically.<br />
<br />
'''(H4.6)'''<br />
:For details of <u>light standards,</u> <u>underdeck lighting,</u> <u>and wiring</u>, see electrical plans.<br />
<br />
'''(H4.7) Use for conduits to be encased in concrete at open, closed or filled joints. Use 150°F, 120°F for steel superstructure. Use 120°F, 110°F for concrete superstructure. Modify note to include giving the total expansion movement per expansion fitting if multiple fittings are used and movement is different, and delineate fittings on plans.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at filled joints</u> using a maximum temperature range of <u>150</u> <u>120</u>°F and a maximum temperature of <u>120</u> <u>110</u>°F.<br />
<br />
'''(H4.7.1) Use for conduits not to be encased in concrete and for structures with open or closed joints in the superstructure.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at closed joints</u> using a maximum temperature range of 110°F. Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H.4.7.2) Use for conduits not to be encased in concrete and for structures without open or closed joints in the superstructure.'''<br />
:Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H4.7.3) Use for multiple conduits to be encased in concrete.''' <br />
:Minimum clearance between conduits placed in barrier shall be 1”. <br />
<br />
'''(H4.8) Use "surface" mounting, except adjacent to sidewalks, where mounting box on existing concrete. Use "flush" mounting where box is to be encased in concrete.'''<br />
:All <u>end bent</u> <u>and</u> <u>barrier</u> junction boxes shall be PVC molded in accordance with Sec 1062 and designed for <u>flush</u> <u>surface</u> mounting. The conduit terminations shall be permanent or separable. The terminations and covers shall be of watertight construction and shall meet requirements for NEMA 4 or NEMA 4X enclosure.<br />
<br />
'''(H4.8.1) Use for all junction boxes to be encased in concrete at the roadway face of barrier.'''<br />
:Placement of junction boxes and covers, complete in place, shall be flush with the roadway face of barrier. Junction boxes and covers may be recessed up to ¼ inch.<br />
<br />
'''(H4.9) Use for all conduits not to be encased in concrete.'''<br />
:Weep holes shall be provided at low points or other critical locations to drain any moisture in the conduit system. Conduit shall be sloped to drain.<br />
<br />
'''(H4.9.1) Use for all conduits to be encased in concrete.''' <br />
:Drainage shall be provided at low points or other critical locations of all conduits and all junction boxes in accordance with Sec 707. All conduits shall be sloped to drain where possible.<br />
<br />
'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
<br />
'''(H4.11) Use for junction box. '''<br />
:Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.<br />
<br />
'''(H4.12) '''<br />
:MoDOT Construction Personnel: Indicate in field and on bridge plans for future work the exact location of buried conduit at ends of bridge that are capped and not immediately used.<br />
<br />
'''(H4.13) Use for payment of Conduit System.'''<br />
:Payment for furnishing and installing Conduit System, complete in place, will be considered completely covered by the contract lump sum price for Conduit System on Structure.<br />
<br />
=== H5. Expansion Joint Systems ===<br />
<br />
<br />
==== H5a. Finger Plate ====<br />
<br />
'''(H5.1) For stage construction or other special cases, see Structural Project Manager.'''<br />
:Finger plate shall be cut with a machine guided gas torch from one plate. The plate from which fingers are cut may be spliced before fingers are cut. The surface of cut shall be perpendicular to the surface of plate. The cut shall not exceed 1/8" in width. The centerline of cut shall not deviate more than 1/16" from the position of centerline of cut shown. No splicing of finger plate or finger plate assembly will be allowed after fingers are cut. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.2)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.3)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.4)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.5)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Finger Plate) per linear foot.<br />
<br />
'''(H5.6)'''<br />
:Concrete shall be forced under and around finger plate supporting hardware, anchors, angles and bars. Proper consolidation shall be achieved by localized internal vibration.<br />
<div id="(H5.7)"></div><br />
'''(H5.7) Use note for steel structures. Use underlined portion when drainage trough is used.''' <br />
:All holes shown for connections shall be subpunched 11/16-inch diameter (shop or field drill) and reamed to 13/16-inch diameter in field, except holes in members that will be used as templates <u>and holes for the drainage trough</u> may be drilled to 13/16-inch diameter in the shop. For multi-piece connections, only the holes in the template member may be drilled to 13/16-inch diameter in the shop.<br />
<br />
'''(H5.8) Place note near "Plan of Slab".'''<br />
:'''"the web of W14 x 43" is for steel structures'''<br />
:'''"the 3/4" vertical mounting plate" is for P/S structures.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>the web of W14 x 43</u> <u>and</u> <u>the 3/4" vertical mounting plate</u> at the expansion device.<br />
<br />
'''(H5.9)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.10)''' <br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5b. Flat Plate ====<br />
<br />
'''(H5.16)'''<br />
:Expansion device shall be fabricated in one section, except for stage construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.17)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.18)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.19)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.20)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Flat Plate) per linear foot.<br />
<br />
'''(H5.21)'''<br />
:Concrete shall be forced under and around the flat plate, anchors and angles. Proper consolidation shall be achieved by localized internal vibration. Finishing of the concrete shall be achieved by hand finishing within one foot of the expansion device. The vertical and horizontal concrete vent holes shall be offset from each other. Do not alternate holes at the 12" spacing.<br />
<br />
'''(H5.22) Use this note when expansion device is at an end bent.'''<br />
:Bevel plates shall be used at end bents when the grade of the slab at the expansion device is 3% or more.<br />
<br />
'''(H5.23) Place this note near "Plan of Slab".'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>vertical plate</u> <u>and</u> <u>the vertical leg of the angle</u> at the expansion device.<br />
<br />
'''(H5.24)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.25)'''<br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5c. Preformed Compression Seal (Notes for Bridge Standard Drawings) ====<br />
<br />
'''(H5.31)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.33)'''<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36. Anchors for the expansion joint system shall be in accordance with Sec 1037. Preformed compression seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.34)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.35)'''<br />
:Concrete shall be forced under armor angle and around anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.36) Place this note near "Plan of Slab" also.''' <br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the angle at the expansion joint system. <br />
<br />
<br />
'''Place the following notes (H5.37 and H5.38) near the "Table of Transverse Preformed Compression Seal Expansion Joint System Dimensions".'''<br />
<br />
'''(H5.37)'''<br />
:Depth of seal shall not be less than width of seal.<br />
<br />
'''(H5.38) '''<br />
:Size of armor angle: Vertical leg of angle shall be a minimum of Manufacturer’s Recommended Height ③ + 3/4". Horizontal leg of angle shall be a minimum of 3". Minimum thickness of angle shall be 1/2". <br />
<br />
'''(H5.39)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.40)'''<br />
:MoDOT Construction personnel will record the manufacturer and seal name that was used.<br />
<br />
==== H5d. Strip Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.46)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
:The strip seal gland shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet.<br />
<br />
'''(H5.47''')<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36 except the steel armor may be ASTM A709 Grade 50W. Anchors for the expansion joint system shall be in accordance with Sec 1037. Strip seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.48)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.49)'''<br />
:Concrete shall be forced under and around steel armor and anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.50) Place this note near "Plan of Slab" also.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the steel armor at the expansion joint system.<br />
<br />
'''(H5.51)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.52)'''<br />
:MoDOT Construction personnel will indicate the strip seal expansion joint system installed.<br />
<br />
'''(H5.53)'''<br />
:Steel armor may also be referred to as extrusion or rail.<br />
<br />
'''(H5.55) Use this note when polymer concrete is to be used next to strip seal.'''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
====H5e. [[751.13 Expansion Joint Systems#751.13.2 Preformed Silicone, EPDM, and Open Cell Foam Joint Seals|Preformed Silicone or EPDM Seal]] (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.56)'''<br />
:The seal shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet. <br />
<br />
'''(H5.58)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.59)'''<br />
:MoDOT Construction personnel will indicate the type of seal used.<br />
<br />
'''(H5.60) Use this note when polymer concrete is to be used next to Preformed Silicone or EPDM Seal. '''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
'''(H5.61) Use this note when joint gap (opening) is wider than 3”.'''<br />
:Joint gap (opening) wider than 3" during installation may require use of backer rod to keep seal in place while adhesive is curing.<br />
<br />
====H5f. Open Cell Foam Joint Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.62)'''<br />
:Open cell foam joint seal size (width and depth) shall be determined by the manufacturer.<br />
:Manufacturer recommended seal size shall meet the movement and installation gap requirements and skew effect.<br />
<br />
'''(H5.63)'''<br />
:The open cell foam joint seal shall be installed according to the manufacturer's recommendations.<br />
<br />
'''(H5.64)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation.<br />
<br />
'''(H5.65)'''<br />
:MoDOT construction personnel will record the manufacturer and seal name that was used.<br />
<br />
=== H6. Pouring and Finishing Concrete Slabs ===<br />
<br />
'''I-Beam, Plate Girder Bridges - Continuous Slabs'''<br />
<br />
<div style="padding: 0.3em; width: 210px; margin-left:10px; border:1px solid #a9a9a9; background:#f5f5f5"><br />
Also see note H6.20 for I-Beams.<br />
</div><br />
<br />
'''(H6.1)'''<br />
:The contractor shall pour and satisfactorily finish the slab pours at the rate given. Retarder, if used, shall be an approved type and retard the set of concrete to 2.5 hours.<br />
<br />
<br />
'''Prestressed Concrete Structures - Continuous Spans'''<br />
<br />
'''(H6.4)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours, and shall pour and satisfactorily finish the slab pours at the rate given.<br />
<br />
'''(H6.5)'''<br />
:End diaphragms at expansion devices may be poured with a construction joint between the diaphragm and slab, or monolithic with the slab.<br />
<br />
'''(H6.6) Note is not applicable for concrete diaphragms under expansion joints.'''<br />
:The concrete diaphragm at the <u>intermediate bents</u> <u>and integral</u> <u>end bents</u> shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured. <br />
<br />
<br />
'''Prestressed Double-Tee Concrete Structures'''<br />
<br />
'''(H6.9)'''<br />
:The diaphragms at the intermediate and end bents shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured across the diaphragm at bents.<br />
<br />
'''(H6.10)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the slab pours at not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Solid or Voided Slab Structure - Continuous and Simple Spans'''<br />
<br />
'''(H6.13) See [[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|EPG 751.10.1.12]] Slab Pouring Sequences and Construction Joints'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the roadway slab at a rate of not less than ___ cubic yards per hour. The contractor shall observe the transverse construction joints shown on the plans, unless the contractor is equipped to pour and satisfactorily finish the roadway slab at a rate which permits a continuous pouring through some or all joints as approved by the engineer.<br />
<br />
<br />
'''Steel and Prestressed Structures - Simple Spans'''<br />
<br />
'''(H6.15) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''<br />
:The contractor shall pour <u>up grade</u> and satisfactorily finish the roadway slab at a rate of not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Widen, Extension, Repair, and Stage Construction'''<br />
<br />
'''(H6.17) Underline part not required when forms stay-in-place permanently. Place note on the plans when the closure pour is specified on the design layout.'''<br />
:Expansive Class B-2 concrete shall be used in the closure pour. <u>Forms shall be released before the closure pour.</u><br />
<br />
<br />
'''All Structures with Longitudinal Construction Joints'''<br />
<br />
'''(H6.18) The following note shall be used on all structures with slabs wider than 54' containing a longitudinal construction joint. The blank space shall be replaced by the value corresponding to the total roadway width divided by the larger pour width when the construction joint is used.'''<br />
:The longitudinal construction joint may be omitted with the approval of the engineer. When the longitudinal construction joint is omitted, the minimum rate of pour for alternate pouring sequences shall be increased by a factor of ____.<br />
<br />
<br />
'''Steel Superstructure Deck Replacements'''<br />
<br />
'''(H6.20) This note shall also be used for new I-Beam bridges.'''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the beams during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not weld on or drill holes in the beams. The cost for furnishing, installing, and removing bracing will be considered completely covered by the contract unit price for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(H6.21) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''</br><br />
''' If the basic rate required is greater than 25 cy/hr, check with the SPM before adding this note.'''<br />
:The contractor shall pour slab <u>up grade</u> from end to end at a minimum rate of 25 cubic yards per hour.<br />
<br />
'''(H6.22)'''<br />
:Alternate pour sequences may be submitted to the engineer for approval. Keyed construction joints shall be provided between pours.<br />
<br />
=== H7. Slab Drains===<br />
<br />
'''When steel slab drains are used, place Notes H7.1, H7.1.3 and H7.2 under the heading of Notes for Steel Drain. Place remaining notes thru Note H7.11 under the heading of General Notes.'''<br />
<br />
'''(H7.1) Remove underlined portion for cored slab drains.'''<br />
:Slab drains shall be fabricated <u>of either 1/4" welded sheets of ASTM A709 Grade 36 steel or</u> from 1/4" structural steel tubing ASTM A500 or A501.<br />
<br />
'''(H7.1.1) Note not required for continuous concrete slab bridges.'''<br />
:Slab drain bracket assembly shall be ASTM A709 Grade 36 steel.<br />
<br />
'''(H7.1.2) Use underlined portion with a new wearing surface over new slab or when cored angled drains are used.'''<br />
:The drain<u>s Pieces A and B</u> shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.2) Use for new slabs. Use first choice without a wearing surface and second choice with a wearing surface.'''<br />
:Outside dimensions of drain<u>s are 8" x 4"</u> <u>Piece A is 8 3/4" x 4 3/4" and Piece B is 8" x 4"</u>.<br />
<br />
'''(H7.3) Use note with new wearing surface over new slab.'''<br />
:Piece A shall be cast in the concrete slab. Prior to placement of wearing surface, Piece B shall be inserted into Piece A.<br />
<br />
'''(H7.4) Use underlined portion with a new wearing surface over new slab.'''<br />
:Locate drain<u>s Piece A</u> in slab by dimensions shown in Part Section Near Drain.<br />
<br />
'''(H7.5) Use for new slabs.'''<br />
:Reinforcing steel shall be shifted to clear drains.<br />
<br />
'''(H7.6) Use underlined portion with prestressed girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:The <u>coil inserts and</u> bracket assembly shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with ASTM F2329<u>, except as shown</u>.<br />
<br />
'''(H7.7.1)'''<br />
:All 1/2-inch diameter bolts shall be ASTM A307, except as noted.<br />
<br />
'''(H7.8) Use note when attaching to new girders and beams. Use “coil insert required” for prestressed girders, “coil inserts required” for prestressed beams and “bolt hole” for steel structures. '''<br />
:The <u>coil inserts required</u> <u>bolt hole</u> for the bracket assembly attachment shall be located on the <u>prestressed girder</u> <u>prestressed beam</u> <u>plate girder</u> <u>wide flange beam</u> shop drawings.<br />
<br />
'''(H7.8.1) Use note when attaching to existing steel girders and beams with new slab.'''<br />
:The bolt hole for the bracket assembly attachment shall be shifted to the minimum extent necessary to field drill in the existing web. <br />
<br />
'''(H7.8.2) Use note when attaching to weathering steel girders and beams. '''<br />
:The galvanized surfaces of drain support brackets shall be prepared according to the coating manufacturer's recommendation and field coated with a gray epoxy-mastic primer (non-aluminum) within a distance of 6 inches from the point of connection to the weathering steel structure.<br />
<br />
'''(H7.9) Use the underlined portion for all bridges except continuous concrete slab bridges. '''<br />
:Shop drawings will not be required for the slab drains <u>and the bracket assembly</u>.<br />
<br />
<br />
'''Place Notes H7.10 and H7.11 with prestressed girder and prestressed beam slab drain details.'''<br />
<br />
'''(H7.10)'''<br />
:Coil inserts shall have a concrete pull-out strength (ultimate load) of at least 2,500 pounds in 5,000 psi concrete.<br />
<br />
'''(H7.11) Bolts is plural for Prestressed box and slab beams that require two bolts.'''<br />
:The bolt<u>s</u> required to attach the slab drain bracket assembly to the prestressed <u>girder web</u> <u>beam</u> shall be supplied by the prestressed <u>girder</u> <u>beam</u> fabricator.<br />
<br />
<br />
'''Use Notes H7.13 thru H7.21 when fiberglass reinforced polymer (FRP) slab drains are used. Place Note H7.13 as the first note under the heading of General Notes. Place remaining notes under the heading of Notes for FRP Drain.'''<br />
<br />
'''(H7.13) '''<br />
:Contractor shall have the option to construct either steel or FRP slab drains. All drains shall be of same type. <br />
<br />
'''(H7.14) '''<br />
:Drains shall be machine filament-wound thermosetting resin tubing meeting the requirements of ASTM D2996 with the following exceptions:<br />
<br />
'''(H7.15) Use with new slabs.'''<br />
:Shape of drains shall be rectangular with outside interior nominal dimensions of 8” x 4”.<br />
<br />
'''(H7.16) '''<br />
:Minimum reinforced wall thickness shall be 1/4 inch.<br />
<br />
'''(H7.17) Underlined portion is for cored slab drains only.'''<br />
:The resin used shall be ultraviolet (UV) resistant and/or have UV inhibitors mixed throughout. Drains may have an exterior coating for additional UV resistance. <u>Care shall be taken to avoid damage to exterior coating during installation.</u><br />
<br />
'''(H7.18) The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.'''<br />
:The color of the slab drain shall be <u>Gray (Federal Standard #26373)</u>. The color shall be uniform throughout the resin and any coating used.<br />
<br />
'''(H7.19) '''<br />
:The combination of materials used in the manufacture of the drains shall be tested for UV resistance in accordance with ASTM D4239 Cycle A. The representative material shall withstand at least 500 hours of testing with only minor discoloration and without any physical deterioration. The contractor shall furnish the results of the required ultraviolet testing prior to acceptance of the slab drains.<br />
<br />
'''(H7.20) '''<br />
:At the contractor’s option, drains may be field cut. The method of cutting FRP slab drains shall be as recommended by the manufacturer to ensure a smooth, chip-free cut.<br />
<br />
'''(H7.21) Use only for angled drains. '''<br />
:Both upper and lower drain pieces shall be rigidly connected to each other. Drain flow shall not be obstructed. Approval of the engineer is required.<br />
<br />
<br />
'''Additional notes (H7.22 thru H7.28) for cored slab drains. Place with General Notes except as noted.'''<br />
<br />
'''(H7.22)''' <br />
:Cost of cored slab drains, complete in place, will be considered completely covered by the contract unit price for Cored Slab Drain per each.<br />
<br />
'''(H7.23)'''<br />
:Holes for slab drains shall be cored. Percussion drilling will not be permitted.<br />
<br />
'''(H7.24) Omit underlined portion when attaching to prestressed girders or beams.'''<br />
:Slab drain locations may be shifted the minimum extent necessary to avoid slab reinforcement <u>and to allow for field drilling bolt hole in web of existing beam for bracket assembly attachment</u>.<br />
<br />
'''(H7.25) Use underlined portion for angled drains.'''<br />
:<u>Piece B of</u> Cored slab drains shall be placed vertically.<br />
<br />
'''(H7.26) Include if curb outlets are being plugged.'''<br />
:For details of plugging existing curb outlets, see Sheet No. _.<br />
<br />
'''(H7.27) Place under Notes for Steel Drains.'''<br />
:Drains shall be inserted through slab such that damage to galvanized coating is minimized.<br />
<br />
'''(H7.28) Include for angled drains.'''<br />
:Use 1/2-inch diameter bolt with lock washer to attach Piece B to Piece A. Tap thread into Piece A.<br />
<br />
=== H8. Blank ===<br />
<br />
<br />
=== H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings)===<br />
'''Place in General Notes on the rail sheet unless otherwise specified.'''<br />
<br />
'''(H9.1a) Use for all W-Beam, Thrie Beam, Two Tube and Single Tube (Low Profile) Structural Steel Guardrails without cap rail. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' '''Reference to Standard Plan 606.00 or 606.50 will work.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.)<br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail post using galvanized anchorage as shown on Missouri Standard Plan <u>606.00</u> <u>606.50</u> and in accordance with Sec 606. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>Bridge Rail (Two Tube Structural Steel)</u> <u>Low Profile Metal Bridge Rail (Single Tube)</u>.<br />
<br />
'''(H9.1b) Use for all W-Beam and Thrie Beam Guardrails with cap rail except for temporary bridges. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u>, <u>Bridge Guardrail (Thrie Beam).</u><br />
<br />
'''(H9.1c) Use for temporary bridges.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides. Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use. <br />
<br />
'''Use following three notes for all W-Beam and Thrie Beam Guardrails with cap rail.'''<br />
<br />
'''(H9.2)'''<br />
:Panel lengths of channel members shall be attached continuously to a minimum of four posts and a maximum of six posts (except at end bents).<br />
<br />
'''(H9.3) Include reinforcement with new bridges except double-tees and temporary bridges. Include elastomeric material when a base plate is used except for temporary bridges. Use “other items” for temporary bridges. '''<br />
<br />
:All bolts, nuts, washers, <u>and</u> plates<u>,</u> <u>and reinforcement</u> <u>and elastomeric material</u> will be considered completely covered by the contract unit price for <u>Bridge</u> <u>Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>other items</u>.<br />
<br />
'''(H9.4) Use underlined part for temporary bridges.'''<br />
:All steel connecting bolts and fasteners for posts and railing, and all anchor bolts, nuts, washers and plates shall be galvanized after fabrication <u>except for bottom plate</u>. Protective coating and material requirement of steel railing shall be in accordance with Sec 1040.<br />
<br />
'''(H9.5) Use post instead of blockout for temporary bridges. For 38-inch two tube rails use the larger shims.'''<br />
:Rail posts shall be set perpendicular to roadway profile grade, vertically in cross section and aligned in accordance with Sec 713 except that the rail posts shall be aligned by the use of <u>3 x 1 3/4-inch</u> <u>6 1/2 x 6 1/2-inch</u> shims such that the post deviates not more than 1/2 inch from true horizontal alignment after final adjustment. The shims shall be placed between the <u>blockout</u> <u>post</u> and the <u>thrie beam</u> rail. The thickness of the shims shall be determined by the contractor and verified by the engineer before ordering material for this work.<br />
<br />
'''(H9.6.1) Use when a base plate is bearing on concrete except for temporary bridges.''' <br />
:Rail posts shall be seated on 1/16-inch elastomeric pads having the same dimensions as the post base plate. Such pads may be any elastomeric material, plain or fibered, having hardness (durometer) of 50 or above, as certified by the manufacturer. Additional pads or half pads may be used in shimming for alignment. Post heights shown will increase by the thickness of the pad. <br />
<br />
'''(H9.6.2) Use note for base plates set on grout pads (38-inch Two Tube Rail).'''<br />
:Rail posts shall be set plumb and aligned in accordance with Sec 713.<br />
<br />
'''Use H9.7 thru H9.19 for Thrie Beam Guardrail only.'''<br />
<br />
'''(H9.7)'''<br />
:At the expansion slots in the thrie beam rails and channels, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.8) Use post instead of blockout for temporary bridges. '''<br />
:At the thrie beam connection to <u>blockout</u> <u>post</u> on wings, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.9)'''<br />
:Minimum length of thrie beam sections is equal to one post space.<br />
<br />
'''(H9.10)'''<br />
:A 5/8-inch diameter button-head, oval shoulder bolt with a minimum 3/8-inch thick hex nut shall be used at all slots. <br />
<br />
'''(H9.11)'''<br />
:Thrie beam guardrail on the bridge shall be 12-gauge steel.<br />
<br />
'''(H9.12) Use top plates instead of cap rail angles for temporary bridges.'''<br />
:Posts, <u>cap rail angles,</u> <u>top plates,</u> <u>base</u> <u>bent</u> <u>post</u> plates, <u>blockouts,</u> channels and channel splice plates shall be fabricated from ASTM A709 Grade 36 steel and galvanized.<br />
<div id="(H9.13) Use for placement"></div><br />
<br />
'''(H9.13) Use for placement or replacement of end treatment with thrie beam rail.'''<br />
:<u>Cost for providing holes for new guardrail attachment will be considered completely covered by the contract unit price for other items.</u> <br />
<br />
'''(H9.15) Use post instead of blockout for temporary bridges.'''<br />
:Flat washers 3 x 1 3/4 x 3/16-inch minimum shall be used at all post bolts between the bolt head and beam. The washers shall be rectangular in shape with an 11/16 x 1-inch slot, or when necessary of such design as to fit the contour of the beam. Rectangular washers 3 x 1 3/4 x 5/8-inch shall be used between the <u>blockout</u> <u>post</u> and the thrie beam rail.<br />
<br />
'''(H9.16)'''<br />
:Special drilling of the thrie beam may be required at the splices. All drilling details shall be shown on the shop drawings.<br />
<br />
'''(H9.17''')<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.18) Do not use for prestressed double-tee or temporary bridges.'''<br />
:Expansion splices in the thrie beam rail shall be made at either the first or second post on either side of the joint and on structure at bridge ends. When the splice is made at the second post, an expansion slot shall be provided in the thrie beam rail for connection to the first post to allow for movement.<br />
<br />
'''(H9.19) Do not use for prestressed double-tee or temporary bridges.'''<br />
:In addition to the expansion provisions at the expansion joints, expansion splices in the thrie beam rail and the channel shall be provided at other locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''Do not use Notes H9.20 thru H9.29 for temporary bridges. '''<br />
<br />
'''(H9.20) Use for prestressed double-tee bridges. '''<br />
:Expansion splices in the thrie beam rail and the channel shall be provided at locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''(H9.21)'''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the top of the post and the channel member as required for vertical alignment. <br />
<br />
'''(H9.22) Place near Part Section at Rail Post. '''<br />
:See slab sheet for rail post spacing.<br />
<br />
'''(H9.23)'''<br />
:See Missouri Standard Plan 606.00 for details not shown.<br />
<br />
'''(H9.24) Place near detail of bent bolt used for new bridges except double tees. '''<br />
:Bolt shall not be bent in slab depths greater than 14 inches, use 12 inches straight embedment. <br />
<br />
'''(H9.25) Place near details of shim plates used for horizontal alignment of State System 3. '''<br />
:Shim plates 6 x 3 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.26) Place in General Notes and near details of shim plates used for horizontal alignment.''' <br />
:Shim plates shall be galvanized after fabrication. <br />
<br />
'''(H9.27) Place near details of shim plates used for horizontal alignment of State System 4. '''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the W6x20 post and 6 x 6 x 3/8-inch plate. Shim plates 6 x 3 1/2 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.28) Place near detail specifying bar support at bent plates. '''<br />
:Bar supports shall be Beam Bolsters (BB-ref. CRSI) and shall be galvanized. See Sec 706.<br />
<br />
'''Use H9.31 thru H9.38 for temporary bridges except for Note H9.32 which is also used for rehabilitation of existing bridges and Note H9.34 which is used for all bridge types.'''<br />
<br />
'''(H9.31)'''<br />
:If Type A guardrail is not attached to ends of the temporary structure, flared ends shall be required. The existing thrie beam rails shall be modified to accept flared ends. Cost for furnishing and installing flared ends will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H9.32)'''<br />
:Contractor shall verify all dimensions in field before ordering materials.<br />
<br />
'''(H9.33) Place near Part Section at Rail Post. '''<br />
:See preceding sheet for rail post spacing.<br />
<br />
'''(H9.34) Place in General Notes or near Elevation of Thrie Beam Rail. '''<br />
:At bridge ends for head to head traffic, guardrail shall be used at all four corners and for single directional traffic, guardrail shall be used at entrance ends only unless required at the exit.<br />
<br />
'''(H9.35) Place near any detail specifying the bottom plate of the rail posts. '''<br />
:Bottom plate shall be fabricated from ASTM A709 Grade 50W steel and welded to two 5" floor bars. Bottom plate shall not be galvanized.<br />
<br />
'''(H9.36) Place near any detail specifying both the bottom and base plate of the rail posts. '''<br />
:The size of the base and bottom plate may be increased depending on which grid option is used.<br />
<br />
'''(H9.37) Place near any detail specifying the welding of post to base plate of the rail posts. '''<br />
:Optional welding of the post to the base plate, in lieu of the weld shown, is a 5/16" fillet weld all around, including the edges of the post flanges.<br />
<br />
'''(H9.38) Place near any detail specifying the semi-circular notches of the rail posts. '''<br />
:Semi-circular notches centered on the axis of the post web ends may be made to facilitate galvanizing.<br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use.<br />
<br />
'''38-inch Two Tube Rail (Also use H9.1a, H9.5, H9.6.2)'''<br />
<br />
'''(H9.40)'''<br />
:Payment for furnishing all materials and labor necessary to install bridge rail, complete in place, will be considered completely covered by the contract unit price for Bridge Rail (Two Tube Structural Steel) per linear foot.<br />
<br />
'''(H9.41)'''<br />
:HSS = Hollow Structural Section<br />
<br />
'''(H9.42)'''<br />
:Dimensions of bridge rails are measured horizontally.<br />
<br />
'''(H9.43)'''<br />
:Bridge rails will be measured to the nearest linear foot for each structure measured from end of wing to end of wing.<br />
<br />
'''(H9.44)'''<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.45)'''<br />
:Hollow structural sections shall be in accordance with ASTM A500 Grade B Structural Steel Tubing and shall meet the longitudinal CVN requirements of 15 ft-lbs at 0⁰ F, see Sec 1080 for reporting.<br />
<br />
'''(H9.46)'''<br />
:All other steel shapes and plates shall be in accordance with ASTM A709 Grade 50.<br />
<br />
'''(H9.47)'''<br />
:All anchor bolts shall be ASTM A449 Type 1 with ASTM A563 Grade DH heavy hex nuts and ASTM F436 hardened washers.<br />
<br />
'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with ASTM F2329.<br />
<br />
'''(H9.49)'''<br />
:All posts, railing, rail splices and plates shall be galvanized after shop fabrication in accordance with AASHTO M 111 and ASTM A385. Galvanized rail shall not be painted.<br />
<br />
'''(H9.50)'''<br />
:Provide railing expansion joints at 50 foot maximum intervals. Railing shall be continuous over two posts minimum. Railing expansion joints are required in rail sections that span bridge expansion joints.<br />
<br />
'''(H9.51)'''<br />
:Use grout with a minimum 24-hour f’c of 3000 psi in single placement.<br />
<br />
'''Concrete Curb for Two Tube Rail'''<br />
<br />
'''(H9.60)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H9.61)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H9.62)'''<br />
:Minimum lap for longitudinal R-bars is 2’-5”.<br />
<br />
'''(H9.63)'''<br />
:The cross-sectional area of curb above the slab = 0.75 sq. ft.<br />
<br />
'''(H9.64)'''<br />
:Concrete in the curb shall be Class B-2.<br />
<br />
'''(H9.65)'''<br />
:The curb shall be cured by application of Type 1-D Liquid Membrane-Forming Curing Compound in accordance with Sec 1055 and sealed in accordance with Sec 703. The contractor shall remove all curing compound in accordance with the manufacturer’s recommendations before the concrete sealer is applied.<br />
<br />
'''(H9.66)'''<br />
:Measurement of the curb is to the nearest linear foot for each structure, measured along the outside top of slab from end of wing to end of wing.<br />
<br />
'''(H9.67)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Concrete Curb (Bridge Rail) per linear foot.<br />
<br />
'''Culvert Guardrail (Also use H9.6.1, H9.12, H9.17)'''<br />
<br />
'''(H9.70)'''<br />
:Furnishing and Installing posts and guardrail on culvert as shown on this sheet will be considered completely covered by the contract unit price for Bridge Guardrail (W-Beam).<br />
<br />
'''(H9.71)'''<br />
:Furnishing and Installing posts and guardrail on culvert shall be in accordance with Sec 606 except as shown.<br />
<br />
'''(H9.72) Use for bolt-thru option'''<br />
:Holes for ASTM A307 bolts may be drilled into the culvert.<br />
<br />
'''(H9.73)'''<br />
:See Missouri Standard Plans drawing 606.50 for details not shown.<br />
<br />
=== H10. Barriers – Type A, B, C, D and H===<br />
<br />
==== H10a. Cast-In-Place Permanent Barrier====<br />
<br />
'''The following notes shall be placed in the General Notes on the elevation sheet.'''<br />
<br />
'''(H10.0.1) Use note if slip forming is allowed. Add asterisk to all C-bar leader notes and the one fiberglass bar leader note in the elevation of barrier. '''<br />
:'''*''' Slip-formed option only.<br />
<br />
'''(H10.0.2) Both methods may be used unless otherwise specified on Bridge Memorandum.''' <br />
:Conventional forming <u>or slip</u> forming <u>may</u> <u>shall</u> be used. Saw cut joints may be used with conventional forming.<br />
<br />
'''(H10.1) Exclude underlined part for single span bridges. '''<br />
:Top of barrier shall be built parallel to grade <u>with barrier joints (except at end bents) normal to grade</u>.<br />
<br />
'''(H10.2)'''<br />
:All exposed edges of barrier shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H10.3)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier per linear foot.<br />
<br />
'''(H10.4)'''<br />
:Concrete in barrier shall be Class B-1.<br />
<br />
'''(H10.5) Use for Type B, D or H barrier. Include “left” or ”right” and exclude “for each structure” when barriers on each side of the bridge are not the same type. '''<br />
:Measurement of barrier is to the nearest linear foot <u>for each structure</u>, measured along the <u>left</u> <u>right</u> outside top of slab from end of <u>wing to end of wing</u> <u>slab to end of slab</u>.<br />
<br />
'''(H10.7) Use for Type A or C barriers.'''<br />
:Measurement of barrier is to the nearest linear foot, measured along the top of slab at centerline median from end of bridge approach slab to end of bridge approach slab.<br />
<div id="(H10.7.1) Notes shall be used on all barrier curbs"></div><br />
'''(H10.7.1) Use for all barriers (see [[620.5 Delineators (MUTCD Chapter 3F)#620.5.6 Barrier Wall Delineation|Barrier Wall Delineation]]).''' <br />
<br />
:Concrete traffic barrier delineators shall be placed on top of the barrier as shown on Missouri Standard Plans 617.10 and in accordance with Sec 617. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Concrete traffic barrier delineators will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="760px" align="center" <br />
|-<br />
|Below is additional guidance for using Note H10.7.1:<br />
|-<br />
|Bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides of the delineators. For two-lane, one-way traffic, retroreflective sheeting may be on one side only unless crossroad or entranceway traffic is just beyond exit to bridge and wrong way driving is to be discouraged with retroreflective sheeting on both sides of the delineators, (white and red in this case). "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be modified, as required. For Type A and C barriers, retroreflective sheeting should be used on both sides of the delineators where there is not more than four lanes divided. <br />
|-<br />
|On bridges with more than two lanes, retroreflective sheeting is not required on both sides of the delineators. The perception of a narrowing roadway at the bridge is of lesser consequence in terms of requiring guidance devices and does not warrant retroreflective sheeting on both sides of the delineators. "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be removed at the discretion of the design team.<br />
|}<br />
<br />
'''(H10.7.2) '''<br />
:Joint sealant and backer rods shall be in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(H10.7.3) Use note if slip forming is allowed.'''<br />
:For slip-formed option, both sides of barrier shall have a vertically broomed finish and the top shall have a transversely broomed finish.<br />
<br />
'''(H10.7.4) Use for all grade separations except over railroads and county roads.'''<br />
:Plastic waterstop shall not be used with saw cut joints.<br />
<br />
<br />
'''The following three notes shall be placed under section thru barrier.''' <br />
<br />
'''(H10.8)'''<br />
:Use a minimum lap of 2'-6" for #5 horizontal barrier bars.<br />
<br />
'''(H10.9) Areas shown are for standard barrier heights and a two percent cross slope. '''<br />
:The cross-sectional area above the slab is <u>*</u> square feet.<br />
<br />
:{|<br />
|*||2.98 for a Type A barrier. <br />
|-<br />
| ||2.27 for a Type B barrier. <br />
|-<br />
| ||4.69 for a Type C barrier. <br />
|-<br />
| ||3.52 for a Type D barrier.<br />
|-<br />
| ||3.59 for a Type D barrier used as a median. <br />
|-<br />
| ||2.89 for a Type H barrier<br />
|}<br />
<br />
'''(H10.9.1) Add (2) to the dimension for the top of slab to top of the R2 bar. '''<br />
:(2) To top of bar <br />
<br />
<br />
'''The following three notes shall be used for double-tee structures. '''<br />
<br />
'''(H10.10)'''<br />
:Coil inserts shall have a concrete ultimate pullout strength of not less than 36,000 pounds in 5000 psi concrete and an ultimate tensile strength of not less than 36,000 pounds.<br />
<br />
'''(H10.11)'''<br />
:Threaded coil rods shall have an ultimate capacity of 36,000 pounds. All coil inserts and threaded coil rods shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H10.12)'''<br />
:Payment for furnishing and installing coil inserts and threaded coil rods will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
<br />
'''The following two notes, when appropriate, shall be placed under the title of the elevation of barrier. '''<br />
<br />
'''(H10.12.1) Dimensions shall be horizontal unless otherwise specified on Bridge Memorandum. '''<br />
:Longitudinal dimensions are <u>horizontal</u> <u>arc dimensions</u>.<br />
<br />
'''(H10.12.2)'''<br />
:Longitudinal dimensions are along top of <u>barrier</u> <u>outside edge of slab</u> parallel to grade.<br />
<br />
'''The following two notes shall be placed under the permissible alternate bar shape detail. '''<br />
<br />
'''(H10.13) Use R2 for Type D or H barriers, R3 for Type B barrier and M2 for two separate Type D barriers used as a median. Add (4) to the combined #5 bar leader note. Exclude note and associated detail for CIP slabs. '''<br />
:(4) The <u>R2</u> <u>R3</u> <u>M2</u> bar and #5 bottom transverse slab bar in cantilever (prestressed panels only) combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
'''(H10.14) Use R1 for Type B, D or H barriers. Use M1 for two separate Type D barriers used as a median. Add (3) to the two separated #5 bar leader notes. '''<br />
:(3) The <u>R1</u> <u>M1</u> bar may be separated into two bars as shown, at the contractor's option, only when slip forming is not used. (All dimensions are out to out.) <br />
<br />
'''(H10.15) Use note if slip forming is allowed. Place under the part elevation of barrier and add (1) to fiberglass bar leader notes in the section thru saw cut joint and part elevation of barrier. '''<br />
:(1) Four feet long, centered on joint, slip-formed option only<br />
<br />
<div id="Place general notes H10.19,"></div><br />
'''Place general notes H10.19, H10.20 and H10.7.1 on the barrier at end bents sheet with notes H10.19 and H10.20 under the Reinforcing Steel heading. '''<br />
<br />
'''(H10.19)'''<br />
<br />
:Minimum clearance to reinforcing steel shall be 1 1/2" except as shown for bars embedded into end bent. <br />
<br />
'''(H10.20) Use for Type B barrier only. Use 2’-4” and K10 bars for barrier ending on wing walls adding K13 bars with two different wing lengths. Will need to add more bars if more than two different wing lengths exist. Use 2’-6” and R6 bars for barrier ending on bridge deck. '''<br />
:Use a minimum lap of <u>2'-4"</u> <u>2’-6”</u> between K9 and <u>K10 or K13</u> <u>R6</u> bars. <br />
<br />
'''(H10.21) Place note under the K Bar Permissible Alternate Shape detail on the barrier at end bents sheet. Use K1 and K2 for Type B barrier; K9 and K10 for Type D barrier; K3 and K5 for Type H barrier. '''<br />
:The <u>K1 and K2</u> <u>K9 and K10</u> <u>K3 and K5</u> bar combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
==== H10b. Precast Temporary Barrier====<br />
<br />
'''(H10.90)'''<br />
:Method of attachment for temporary barrier shall be <u>tie-down strap</u> <u>bolt through deck</u>.<br />
<br />
'''(H10.91)'''<br />
:Temporary barrier shall not be attached to the bridge.<br />
<br />
=== H11. Fences and Sidewalks ===<br />
<br />
'''Pedestrian Chain Link Fence: General Notes'''<br />
<br />
'''(H11.1)'''<br />
:Pedestrian chain link fence shall be in accordance with Sec 1043 except all fabric shall have the top and bottom edges knuckled and pipe members shall be in accordance with ASTM F1043, high strength grade (minimum yield = 50 ksi) heavy industrial steel pipe Group 1A.<br />
<br />
'''(H11.2) Omit underlined portion when fence post is attached to back face of barrier.'''<br />
:All posts shall be vertical. <u>Grout shall be placed under the post base plates in accordance with Sec 1066</u>.<br />
<br />
'''(H11.3)'''<br />
:Payment for furnishing, galvanizing and erecting the fence and frame complete in place will be considered completely covered by the contract unit price for (<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) per linear foot.<br />
<br />
'''(H11.4)'''<br />
:Dimensions of pedestrian chain link fence are measured horizontally.<br />
<br />
'''(H11.5)'''<br />
:The maximum spacing allowed between pull post and end posts is 100 feet. Post brace and 1/2-inch diameter truss rod are required for panels adjacent to pull post and end posts only. Connect the lower end of truss rod to bottom of pull posts and end posts to which the stretcher bar is attached.<br />
<br />
:Rail clamps, dome cap, bands, tie wires, stretcher bars and truss rod connections shall be in accordance with the manufacturer's recommendations. The truss rod and truss rod connections shall have a minimum capacity of 2000 pounds. Dome cap shall fit tightly. <br />
<br />
:Expansion joints shall be placed in the horizontal pieces at not more than 30-foot centers and at all joint filler locations in the <u>curb</u> <u>barrier</u> with a minimum gap of 3/8 inch at 60° degrees F.<br />
<br />
'''(H11.6) Use underline information when fence attached to back face of barrier.'''<br />
:Steel for truss rods shall be ASTM A709 Grade 36. <u>Steel for post straps shall be ASTM A709 Grade 50. Neoprene bearing pads shall be 50 durometer and shall be in accordance with Sec 716.</u><br />
<br />
'''(H11.7) Use when fence attached on top of curb.'''<br />
:Steel for base plate shall be ASTM A709, Grade 50. <br />
<br />
'''(H11.8)'''<br />
:Contractor shall submit complete detailed shop drawings in accordance with Sec 1080.<br />
<br />
'''(H11.9)''' <br />
:All <u>base plates</u>, <u>straps</u>, <u>U-bolts</u>, <u>resin anchors</u>, hex nuts, and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:<u>U-bolts</u> <u>resin anchors</u> shall be ASTM F1554 Grade 36.<br />
<br />
:'''Note: Use note I2.1, I2.2 and I2.3 when fence post attached to back face of barrier.'''<br />
<br />
'''(H11.10) Place following note with new barrier details when fence post attached to back face of barrier.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for chain link fence.<br />
<br />
'''(H11.11) Use applicable underlined portion per pedestrian fence.'''<br />
:(<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) will be measured to the nearest linear foot for each structure, measured along the centerline fence from end of fence to end of fence.<br />
<br />
'''(H11.12)'''<br />
:Chain link wire fabric shall be 9 gage minimum, 2-inch diamond mesh.<br />
<br />
'''(H11.13)'''<br />
:The chain link fence shall be built in accordance with Sec 607 and Sec 1043.<br />
<br />
'''(H11.14)'''<br />
:For details of <u>pedestrian curb</u> <u>barrier</u>, see sheet No. _.<br />
<br />
'''(H11.15) Place following note with pedestrian curb or barrier details.'''<br />
:For pedestrian chain link fence, see sheet No. _.<br />
<br />
<br />
'''Sidewalks'''<br />
<br />
'''(H11.20)'''<br />
:All exposed edges of sidewalk shall have either a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H11.21)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Sidewalk (Bridges) per sq. foot.<br />
<br />
'''(H11.22)'''<br />
:Concrete in the sidewalk shall be Class B-2.<br />
<br />
'''(H11.23)'''<br />
:Measurement of the sidewalk is to the nearest square foot for each structure, measured horizontally from the outside face of barrier to the outside edge of sidewalk and from end of slab to end of slab.<br />
<br />
<br />
'''Decorative Fencing and Pedestrian Fencing: Pedestrian Curb (Effective March 1, 2024)'''<br />
<br />
'''(H11.30)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H11.31)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H11.32)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Pedestrian Curb per linear foot. <br />
<br />
'''(H11.33)'''<br />
:Concrete in curb shall be Class B-1. <br />
<br />
'''(H11.34)'''<br />
:Measurement of pedestrian curb is to the nearest linear foot for each structure, measured along the outside top of curb from end of curb to end of curb. <br />
<br />
'''(H11.35)'''<br />
:Center of posts shall clear curb joints or ends by at least 6 inches. <br />
<br />
'''(H11.36)'''<br />
:Minimum lap for longitudinal R-bars is 2'-7".<br />
<br />
<br />
'''Decorative Fencing: Pedestrian Fence (Effective March 1, 2024)'''<br />
<br />
'''(H11.37)'''<br />
:These details are a general representation of a Decorative Pedestrian Fence. The actual fence components and component positions may be different than what is shown. <br />
<br />
'''(H11.38)'''<br />
:Fence shall have a gloss black finish (Federal Standard #17038). See special provisions.<br />
<br />
'''(H11.39)'''<br />
:<u>Base plate</u> <u>Connection angle</u> shall be ASTM A709, Grade 50.<br />
<br />
'''(H11.40) Use anchors instead of U bolts where the top of barrier is less than 9 inches wide or when the barrier is to be slip–formed and fence post is attached to back face of barrier.'''<br />
:All <u>base plates</u> <u>connection angles</u>, <u>U-bolts,</u> <u>resin anchors,</u> hex nuts and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''(H11.42)'''<br />
:Measurement of decorative pedestrian fence will be made horizontally and to the nearest linear foot along centerline fence.<br />
<br />
'''(H11.43) Heights available in standard pay items are 30 in., 48 in., 60 in., 72 in. & 96 in.'''</br><br />
:Payment for furnishing and erecting the fence complete in place will be considered completely covered by the contract unit price for (__ in.) Decorative Pedestrian Fence (Structures).<br />
<br />
'''(H11.44)'''<br />
:All fence posts shall be vertical.<br />
<br />
'''(H11.45)'''<br />
:Grout shall be placed under the post <u>base plates</u> <u>connection angles (horizontal leg)</u> in accordance with Sec 1066.<br />
<br />
'''(H11.46)'''<br />
:Decorative pedestrian fencing shall be in accordance with 2020 AASHTO LRFD Bridge Design Specifications, 9th Ed.<br />
<br />
'''(H11.47)'''<br />
:Shop drawings and structural calculations will not be required for the decorative pedestrian fences on the Bridge Pre-qualified Products List.<br />
<br />
'''(H11.48)'''<br />
:All materials used in fabrication and construction of the decorative pedestrian fencing shall be in accordance with the manufacturer's specifications, except as modified in the contract documents. <br />
<br />
'''(H11.49)'''<br />
:Decorative pedestrian fencing system shall be supplied by only one manufacturer. Decorative pedestrian fencing system shall include all components except the <u>resin anchors</u> <u>U-bolts</u> and hardware<u>, and #4 bars welded to the U-bolts</u>. The assembly of the pickets to the rails and the rails to the posts shall be the same as the style mentioned for the manufacturer.<br />
<br />
'''(H11.50)'''<br />
:See Bridge Pre-qualified Products List (BPPL) for a list of approved manufacturers.<br />
<br />
'''(H11.51) Omit this note if resin anchors are used.'''<br />
:Substitution for the U-bolt cages will not be permitted.<br />
<br />
'''(H11.52) Omit this note if resin anchors are used.''' <br />
:U-bolts shall be ASTM F1554 Grade 36.<br />
<br />
'''(H11.53) Omit this note if resin anchors are used.'''<br />
:For details of pedestrian curb, see sheet No. __.<br />
<br />
'''(H11.54) Place following note with pedestrian curb or barrier details.'''<br />
:For details of decorative pedestrian fence, see sheet No. __.<br />
<br />
'''Use note (H11.55) to (H11.57) where the top of barrier is less than 9 inches wide or when the barrier is to be slip – formed and fence post attached to back face of barrier.'''<br />
<br />
'''(H11.55)'''<br />
:Resin anchors shall be ASTM F1554 Grade 36.<br />
<br />
'''Use note I2.1, I2.2 and I2.3.'''<br />
<br />
'''(H11.56)'''<br />
:For details of barrier, see sheet No. ___.<br />
<br />
'''(H11.57) Place following note with new barrier details.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for decorative fence.<br />
<br />
=== H12. Miscellaneous ===<br />
<br />
'''Construction Joint'''<br />
<br />
'''(H12.1)'''<br />
:Finish each side of joint with a 1/4 inch radius edging tool.<br />
<br />
'''Pin and Flat Hexagonal Nut'''<br />
<br />
<br />
'''(H12.2)'''<br />
:{|cellpadding="0"<br />
|Material:||Pin = ASTM A668 (Class F)<br />
|-<br />
|&nbsp;||Nut = ASTM A709 Grade 36<br />
|}<br />
<br />
<br />
'''Plastic Waterstop (Use in the barrier joints and parapet joints as specified in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.3 Plastic Waterstops|EPG 751.12.1.2.3 Plastic Waterstops]])'''<br />
<br />
'''(H12.3)'''<br />
:Plastic waterstop shall be placed in all formed joints, except structures with superelevation, use on lower joints only.<br />
<br />
'''(H12.4)'''<br />
:Cost of plastic waterstop, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
'''Sign Supports'''<br />
<br />
'''(H12.5)'''<br />
:Payment for furnishing and placing anchor bolts for sign supports will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H12.6)'''<br />
:Payment for furnishing and erecting approximately <u>&nbsp;&nbsp;&nbsp;</u> pounds of steel for sign supports will be considered completely covered by the contract lump sum price for Fabricated Sign Support Brackets.<br />
<br />
<br />
'''Plan of Slab: All Structures'''<br />
<br />
'''(H12.8)'''<br />
:Longitudinal slab dimensions are measured horizontally.<br />
<br />
== I. Revised Structures Notes ==<br />
<br />
<br />
=== I1. General ===<br />
<br />
'''(I1.0.1) Use “slab surface” for deck replacements. '''<br />
:Roadway surfacing adjacent to bridge ends shall match new bridge <u>slab surface</u> <u>wearing surface</u> (roadway item). <br />
<br />
'''(I1.0.2) '''<br />
:All concrete repairs shall be in accordance with Sec 704, unless otherwise noted. <br />
<br />
'''(I1.0.3) Use note when required for rush jobs.'''<br />
:Qualified special mortar in accordance with job special provisions may be used for half-sole repair <u>and deck repair with void tube replacement</u>.<br />
<br />
'''(I1.1)'''<br />
:Outline of existing work is indicated by light dashed lines. Heavy lines indicate new work.<br />
<br />
'''(I1.2)'''<br />
:Contractor shall verify all dimensions in field before finalizing the shop drawings. <br />
<br />
'''(I1.3)'''<br />
:Bars bonded in existing concrete not removed shall be cleanly stripped and embedded into new concrete where possible. If length is available, existing bars shall extend into new concrete at least 40 diameters for plain bars and 30 diameters for deformed bars, unless otherwise noted.<br />
<br />
<br />
'''Use Notes I1.4 and I1.5 where a broken concrete surface has no new concrete against it. Use bituminous paint below ground line and qualified special mortar above ground line.'''<br />
<br />
'''(I1.4)'''<br />
:The area exposed by the removal of concrete and not covered with new concrete shall be coated with an approved <u>bituminous paint</u> <u>qualified special mortar in accordance with Sec 704</u>.<br />
<br />
'''(I1.5) Use with joint filler joints with Asphaltic Concrete Wearing Surface.'''<br />
:Joint shall be cleaned per the manufacturer's recommendations. Cost of Concrete and Asphalt Joint Sealer and Backer Rod will be considered completely covered by contract unit price per other items included in the contract.<br />
<br />
'''(I1.6) Use as an asterisk note when tinting is specified on Bridge Memorandum adding corresponding asterisk to slab edge repair and superstructure repair (unformed) leader notes.'''<br />
:Match existing concrete color. Apply tinted sealer to blend repair to existing concrete.<br />
<br />
'''(I1.7) Effective for redeck jobs in June 2024 letting and later.'''<br />
:For adjusted girder deflection due to weight of new deck and barriers, see Bridge Electronic Deliverables.<br />
<br />
<br />
'''Concrete Slab with Wearing Surface'''<br />
<br />
'''(I1.10) Use note for all wearing surfaces except epoxy polymer wearing surfaces.'''<br />
:In order to maintain grade and a minimum thickness of wearing surface as shown on plans it may be necessary to use additional quantities of wearing surface at various locations throughout the structure. The cost of furnishing and installing the wearing surface will be considered completely covered in the contract unit price, including all additional labor, materials or equipment for variations in thickness of wearing surface.<br />
<br />
'''(l1.11) Use note for chip seals and polymer wearing surfaces.'''<br />
:The contractor shall exercise care to ensure spillage over joint edges is prevented and that a neat line is obtained along any terminating edge of the wearing surface.<br />
<br />
'''(l1.12) Use note only with preventive maintenance jobs.'''<br />
:Concrete for repairing concrete deck shall be a qualified special mortar in accordance with Sec 704 instead of the Class B-2 or B-1 concrete.<br />
<br />
'''(I1.13) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional concrete wearing surface and optional very early strength concrete wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional <u>Very Early Strength</u> Concrete Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Concrete Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Low Slump Concrete Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Silica Fume Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|CSA Cement Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional <u>very early strength</u> concrete wearing surfaces listed in<br/>the table. The optional <u>very early strength</u> concrete wearing surface method of measurement and<br/>basis of payment shall be in accordance with Sec 505. <br />
|}<br />
<br />
<br />
'''(I1.14) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional polymer wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Polymer Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Polymer Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Epoxy Polymer Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|MMA Polymer Slurry Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional polymer wearing surfaces listed in the<br/>table. The optional polymer wearing surface method of measurement and basis of<br/>payment shall be in accordance with Sec 623. <br />
|}<br />
<br />
'''(I1.15) Use note when specified on Bridge Memorandum.'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a black beauty type aggregate.<br />
<br />
'''(l1.16) Use note when specified on Bridge Memorandum. Requires non-standard special provision [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513].'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a high friction (HFST) aggregate in accordance with special provisions.<br />
<br />
'''(l1.17) Use note when specified on Bridge Memorandum.'''<br />
:Reflective deck cracks shall be treated in accordance with Sec 623. <br />
<br />
'''(l1.18) Use note with polyester polymer concrete (PPC) wearing surfaces.'''<br />
:Polyester polymer concrete may be substituted for Class B-2 concrete at locations of half-sole and full depth repairs. Deck repairs using polyester polymer concrete shall be placed following the procedures recommended by the manufacturer. The maximum lift height recommended by the manufacturer is not to be exceeded. Monolithic repairs are permitted when half the diameter or less of the top bar is exposed.<br />
<br />
<br />
'''Removal and Storage of Existing Bridge Rails'''<br />
<br />
'''(I1.20)'''<br />
:The existing bridge rails <u>and posts</u> shall be stored at a location as designated by the engineer on the MoDOT Maintenance Lot at <u>&nbsp;&nbsp;&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Extension of Box Culverts'''<br />
<br />
'''(I1.41)'''<br />
:Bottom of top slab, top of bottom slab, and inside faces of walls shall be built flush with the existing structure.<br />
<br />
'''(I1.42)'''<br />
:Bottom of new slab shall be built flush with the bottom of slab of the existing box and the height of walls varied as necessary to extend the walls into rock as specified.<br />
<br />
<div id="Making End Bents Integral"></div><br />
'''Making End Bents Integral'''<br />
<br />
'''(I1.51)'''<br />
:The exposed and accessible surfaces of the existing structural steel and bearings that will be encased in concrete shall be cleaned with a minimum of SSPC-SP-3 surface preparation and coated with a minimum of one coat of gray epoxy-mastic primer (non-aluminum) in accordance with Sec 1081 to produce a dry film thickness of not less than 3 mils before concrete is poured. The surface preparation and coating for girders shall extend a minimum of one foot outside the face of the girder encasement. Payment for cleaning and coating steel to be encased in concrete will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(I1.52) Use the underlined portion that matches the pay item listed in the Estimated Quantities table. Do not use “Reinforcing Steel” if it is listed in the Estimate Quantities for Slab on Steel table.'''<br />
:The ___ bars are segmented for ease of placement through girder web holes. The total bar length for ___ bars shown in Bill of Reinforcing Steel allows for one lap splice with a length of ___. Actual bar segment lengths to be determined by contractor for ease of installing bars. The contractor may use a mechanical bar splice in lieu of a lap splice. When a mechanical bar splice is used, the actual bar segment length will be determined by the contractor to accommodate manufacturer's recommendations for installation and ease of construction. The cost of furnishing and installing the bar splices will be considered completely covered by the contract unit price for <u>Reinforcing Steel</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>. No adjustment of the quantity of reinforcing steel will be allowed for the use of mechanical bar splices.<br />
<br />
'''(I1.53)'''<br />
:Cost of field drilling holes in existing <u>plate girder</u> <u>wide flange beam</u> webs will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''Curb Block-Out'''<br />
<br />
'''(I1.60)'''<br />
:7/8"&oslash; Threaded Rods with nuts and washers shall be used in place of 7/8"&oslash; Bolts (ASTM A307).<br />
<br />
'''(I1.61)'''<br />
:1"&oslash; holes shall be drilled through existing end post for placement of 7/8"&oslash; threaded rods, nuts, and washers.<br />
<br />
'''(I1.62) Use the following note for curb blockouts on curb and parapet rails with handrails where asbestos is present.'''<br />
: Asbestos (Friability Category II NF) has been detected in the insulation compound between the top of the existing concrete parapet and the base of the existing handrail posts. The contractor has the option to remove the handrail and posts or leave in place. Should the contractor elect to remove the handrail and posts, the contractor will be required to use a licensed abatement contractor during the removal. No direct payment will be made for removal of the handrail and posts, or for asbestos abatement. The described work will be considered completely covered by the contract unit price for other items in the contract.<br />
<br />
<br />
'''In "General Notes:" section of plans, place the following note under the heading "Miscellaneous:" when existing longitudinal dimensions are used.'''<br />
<br />
'''(I1.63)'''<br />
:Longitudinal dimensions are based on the original design plans.<br />
<br />
'''In "General Notes:" section of plans, place the following two notes under the heading "Beam Support:" when strengthening existing beams under traffic.'''<br />
<br />
'''(I1.64''')<br />
:All existing beams in the span being strengthened shall be raised simultaneously Dimension H at jacking point and supported during welding of new steel plates.<br />
<br />
'''(I1.65)'''<br />
:The temporary supports must be capable of safely supporting a service load of approximately Load J tons per beam (factor of safety not included). See special provisions.<br />
<br />
'''(I1.66)'''<br />
:<math>\, *</math> Scarification not required for Asphaltic Concrete, MMA Polymer Slurry and Epoxy Polymer Wearing Surfaces. <br />
<br />
<div id="Rock Blanket"></div><br />
<br />
'''Rock Blanket'''<br />
<br />
'''(I1.70) Use note for redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA.'''<br />
<br />
:The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item)<br />
<div id="(I1.71) Use"></div><br />
'''(I1.71) Use only when specified on the Bridge Memo or Design Layout.'''<br />
<br />
:Rubblized concrete from the existing bridge deck that qualifies as clean fill may be placed on spill slopes at end bents above ordinary high water line (Roadway item).<br />
<br />
=== I2. Resin & Cone Anchors ===<br />
<br />
'''Use Resin Anchors unless concrete depths are insufficient.'''<br />
<br />
'''(I2.1)'''<br />
:The contractor shall use one of the qualified resin anchor systems in accordance with Sec 1039.<br />
<br />
'''(I2.2) * Pay item in which resin anchor system is embedded.'''<br />
:Cost of furnishing and installing the resin anchor systems, complete in place, will be considered completely covered by the contract unit price for <u>*</u>.<br />
<br />
'''(I2.3)'''<br />
:The minimum embedment depth in concrete with f'<sub>c</sub> = 4,000 psi for the resin anchor systems shall be that required to meet the minimum ultimate pullout strength in accordance with Sec 1039 but shall not be less than 5".<br />
<br />
'''Note to designer:'''<br/>A minimum factor of safety of 2 should be used when determining the number of anchors to be used.<br />
<br />
'''(I2.4)(Use when reinforcing steel is substituted for the threaded rod stud.)'''<br />
:<u>A</u> <u>An epoxy coated</u> #<u>****</u> Grade 60 reinforcing bar <u>*****</u> long shall be substituted for the <u>******</u>&oslash; threaded rod.<br />
<br />
<br />
{|<br />
|****||Bar size.<br />
|-<br />
|*****||Length of bar required by design.<br />
|-<br />
|******||Diameter of threaded rod.<br />
|}<br />
<br />
<br />
'''Cone Expansion Anchors'''<br />
<br />
'''(I2.30) *** Pay item in which cone expansion anchor is embedded.'''<br />
:Cost of furnishing and installing cone expanson anchor will be considered completely covered by the contract unit price for <u>***</u>.<br />
<br />
'''(I2.31)'''<br />
:The <u>*</u>" diameter cone expansion anchors shall have a minimum ultimate pullout strength of <u>**</u> lbs. in concrete with f'<sub>c</sub> = 4,000 psi.<br />
<br />
{|style="text-align:center;" <br />
|-<br />
|width="100pt"|* DIAMETER||width="100pt"|** PULLOUT<br />
|-<br />
|3/8"||3,900<br />
|-<br />
|1/2"||7,500<br />
|-<br />
|5/8"||10,800<br />
|-<br />
|3/4"||12,000<br />
|}<br />
<br />
=== I3. Special Repair Zones - Deck Repair Notes for CIP Continuous Concrete Box Girder, Voided Slab and Solid Slab Spans (Notes for Bridge Standard Drawings RHB03 & RHB04)===<br />
<br />
'''Use applicable notes I3.1 thru I3.6 under the special repair zones heading in the deck repair notes. The special repair zones heading shall follow the order of repair heading.'''<br />
<br />
'''(I3.1) Use for structures using conventional deck repair only (no hydro demolition). '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed prior to work in Zone A. <br />
<br />
'''(I3.2) Use for structures with multiple column bents.''' <br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are completed and properly cured.</u><br />
<br />
'''(I3.3) Use for structures with single column bents. '''<br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time except for the zones directly adjacent to the centerline of bent. If either of the zones adjacent to centerline of bent has a single repair area of over 10 square feet or a total repair area of over 20 square feet, that zone shall be repaired before removing concrete in the other zone of the same designation at that bent. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are complete and properly cured.</u><br />
<br />
'''(I3.4) Use for hydro demolition projects. '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed post-hydro demolition. <br />
<br />
'''(I3.5)'''<br />
:Removal and deck repair shall be completed in one special repair zone and concrete shall have attained a compressive strength of 3200 psi before work can be started in the next special repair zone.<br />
<br />
'''(I3.6) Use for voided or solid slab structure.'''<br />
:If any single repair area does not exceed 4 square feet in size and the total repair area within a special repair zone does not exceed 12 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''Use for voided slab structures, place applicable notes I3.10 thru I3.12 under the void repair heading in the deck repair notes. The void repair heading shall follow the special repair zones heading.'''<br />
<br />
'''(I3.10) '''<br />
:Any damage sustained to the void tube as a result of the contractor's operations shall be patched or replaced as required by the engineer at the contractor's expense. <br />
<br />
'''(I3.11) Underline portion only required for Hydro Demo Case 2 details.'''<br />
:An exposed void in the deck shall be patched as approved by the engineer in a manner that shall maintain the void area completely free of concrete. Cost of patching an exposed void will be considered completely covered by the contract unit price for Half-Sole Repair <u>inside special repair zones and Monolithic Deck Repair outside special repair zones</u>. <br />
<br />
'''(I3.12) Use when deck repair with void tube replacement is required.'''<br />
:When a deteriorated portion of the void tube is beyond the point of patching as determined by the engineer, the portion of the deteriorated void tube shall be replaced. The void area shall be maintained completely free of concrete. Cutting of the longitudinal reinforcing steel will not be permitted. The fiber tubes for producing the voids shall have an outside diameter with the wall thickness the same as the existing tubes and anchored at not more than the original spacing. Cost of replacing the void tube will be considered completely covered by the contract unit price for Deck Repair with Void Tube Replacement. Measurement will be horizontal projection of the area of exposed tube in plan.<br />
<br />
<br />
'''Use for box and deck girder structures, place applicable notes I3.16 thru I3.22 as a continuation of the special repair zones heading in the deck repair notes. '''<br />
<br />
'''(I3.16)'''<br />
:Total width of full depth repair shall not exceed 1/3 of the deck width at one time. For any area of deck repair that extends over a web and is more than 18 inches in length along the web, the concrete removal <u>including removal with hydro demolition</u> shall stop at the centerline of web and repair completed in this area. Prior to continuing work in this area, the concrete shall have attained a compressive strength of 3200 psi. No traffic shall be permitted over the web that is undergoing repair. <br />
<br />
'''(I3.17)'''<br />
:When the full depth repair extends over a diaphragm or web and the deteriorated concrete extends into the diaphragm or web, all deteriorated concrete shall be removed and replaced as full depth repair. Concrete in webs shall not be removed below the slab haunch of the girder without prior review and approval from the engineer.<br />
<br />
<br />
'''Use notes I3.20 and I3.22 for box girder structures only. '''<br />
<br />
'''(I3.20)'''<br />
:Interior falsework installed by the contractor resting on the bottom slab shall be removed where entry access is available.<br />
<br />
'''(I3.21) This applies for each zone and not similarly lettered zones as a group. '''<br />
:If any single repair area does not exceed 9 square feet in size and the total repair area within a special repair zone does not exceed 27 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''(I3.22)'''<br />
:Half-sole repair in the special repair zone, on either side of the intermediate bents, shall be to a depth that will not expose half the diameter of the longitudinal reinforcing bar. Full depth repair shall be made when removal of deteriorated concrete exposes half or more of the diameter of the longitudinal reinforcing bar. <br />
<br />
'''(I3.30) Use for hydro demolition projects.''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; (2) equals ¼ inch; and (3) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface plus (1) of existing deck.</u><br />
:<u>2. Power wash deck to identify sound and unsound existing deck repair.</u><br />
:3. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. <u>Removal of existing deck repair</u><br />
::<u>b.</u> Half-sole repair<br />
::<u>c. Deck repair with void tube replacement</u><br />
::<u>d. Full depth repair</u><br />
:<u>4. Outside special repair zones, remove existing deck repair.</u><br />
:5. Complete total surface hydro demolition, removing (2) minimum of sound concrete inside special repair zones and removing (3) minimum of sound concrete and all deteriorated concrete outside special repair zones.<br />
:6. Sound deck and if needed complete incidental concrete removal.<br />
:''(Guidance: Use for Case 1 RHB03)''<br />
:<u>7. Outside special repair zones, complete full depth repair.</u><br />
:''(Guidance: Use for Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:<u>7. Outside special repair zones, complete the following repairs:</u><br />
::<u>a. Half-sole repair</u> ''(Guidance: Case 2 RHB04)''<br />
::<u>b. Deck repair with void tube replacement</u> ''(Guidance: Case 1 & 2 RHB04)''<br />
::<u>c. Full depth repair</u> ''(Guidance: Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:8. Place new wearing surface including additional material for areas of monolithic deck repair.<br />
<br />
'''(I3.31) Use for non-hydro demolition projects (conventional deck repair only).''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface</u> <u>plus (1) of existing deck.</u><br />
:2. Sound deck to identify areas in need of repair.<br />
:3. Outside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:4. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:5. Place new wearing surface.<br />
<br />
===I4. Fiber Reinforced Polymer (FRP) Wrap - Bent Cap Shear Strengthening===<br />
<br />
'''(I4.1)''' <br />
:Design force is the factored shear force at any cross section in each design region that shall be resisted entirely by the FRP reinforcement.<br />
<br />
'''(I4.2)''' <br />
:See special provisions.<br />
<br />
===I5. Fiber Reinforced Polymer (FRP) Wrap – Intermediate Bent Column Strengthening for Seismic Details for Widening. Report following notes on Intermediate bent plan details.===<br />
<br />
'''(I5.1)''' <br />
:Factored axial resistance of new columns = _____ kip and factored axial resistance of existing columns = _____ kip. The factored axial resistance of the existing column with FRP wrap shall not be less than the factored axial resistance of the new columns.<br />
<br />
'''(I5.2)''' <br />
:See special provisions.<br />
<br />
== J. MSE Wall Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== J1. General ===<br />
<br />
'''(J1.1)'''<br />
:For strength limit state and <u>extreme event limit state</u>, the wall designer to confirm that the minimum Capacity to Demand Ratio (CDR) for bearing, sliding, overturning, eccentricity, and internal stability is greater than equal to 1.0. MSE wall designer shall include this note on shop drawings.<br />
:<u>For Extreme Event I limit state, the wall designer shall design wall for Ɣ<sub>EQ</sub> = 0.5.</u><br />
<br />
'''(J1.2) Use either or both factored bearing resistance notes for foundation ground with appropriate value(s) as determined by the Geotechnical Section and reported in the Foundation Investigation Geotechnical Report times resistance factor and use the following maximum applied factored bearing stress instructional note. Extreme event portions of the instructional note shall be included when seismic design is required for category B, C, or D or when collision loads are considered.'''<br />
:<u>For unimproved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:<u>For improved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:The maximum applied factored bearing stress for the strength <u>and extreme event</u> limit state(s) at the foundation level shall be shown on the shop drawings and shall be less than the factored bearing resistance.<br />
<br />
'''(J1.3) Use the underlined portion when limits of improved foundation ground is required by Geotechnical Section.''' <br />
:Factored bearing resistance <u>and limits of improved foundation ground</u> shall be used as shown on the plans. No adjustments are allowed.<br />
<br />
'''(J1.4) Use for MSE walls that support another structure foundation (i.e. support abutment fill, building or Bridge MSE wall) in SDC B or C (seismic zone 2 or 3). Use for all MSE walls in SDC D.''' <br />
:<u>Seismic analysis provisions shall not be ignored for MSE wall design.</u><br />
<br />
'''(J1.5) Use for MSE walls that do not support another structure foundation (i.e. Not supporting abutment fill or building (District MSE wall) in SDC B or C (seismic zone 2 or 3)) and only if Geotechnical report allow otherwise use note J1.4. Use note J1.4 for all MSE walls in SDC D.''' <br />
:<u>No-Seismic-Analysis provisions may be considered for MSE wall design in accordance with LRFD 11.5.4.2.</u><br />
<br />
'''(J1.6) Use for MSE walls when traffic barrier is provided in front of MSE wall.'''<br />
:The cost of joint filler and joint seal, complete in place, will be considered completely covered by the contract unit price for Concrete Traffic Barrier (Type <u>B</u> <u>D</u>). See Roadway Plans. <br />
<br />
'''(J1.7)'''<br />
:&oslash;<sub>b</sub> = <u>&nbsp; &nbsp;</u>&deg; and Unit weight, Ɣ<sub>b</sub> = ___pcf for retained backfill material to be retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.8) Use either or both foundation parameter notes for foundation ground as determined by the Geotechnical Section and reported on the Foundation Investigation Geotechnical Report.'''<br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for unimproved foundation ground where wall is to bear.</u><br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for improved foundation ground where wall is to bear.</u><br />
<br />
'''(J1.9)'''<br />
:Contractor shall include design ø<sub>r</sub> (actual ø<sub>r</sub> &ge; 34&deg; and the total unit weight, Ɣ<sub>r</sub>, for the select granular backfill (reinforced backfill and wedge area backfill) for structural systems on shop drawings. Contractor shall identify source of select granular backfill material, submit proctor in accordance with AASHTO T 99 (ASTM D698) and gradation with the shop drawings. When backfill material is too coarse to develop a proctor curve the contractor shall determine the maximum dry density (relative density) in accordance with ASTM D4253 and ASTM D4254 and assume percent passing the 200 sieve for optimum water content.<br />
<br />
:Total unit weight, Ɣ<sub>r</sub> = (95% compaction) x (maximum dry density) x (1 + optimum water content) <br />
<br />
'''(J1.10)'''<br />
:Design Ф<sub>r</sub> = 34&deg; for the select granular backfill (reinforced backfill) only for structural systems.<br />
<br />
'''(J1.11)'''<br />
:All concrete for leveling pad <u>and coping</u> shall be Class B or B-1 with f'<sub>c</sub> = 4000 psi.<br />
<br />
'''(J1.12) '''<br />
:The minimum compressive strength of concrete for <u>precast modular panel</u> <u>precast modular (drycast and wetcast) block</u> shall be 4,000 psi in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1052].<br />
<br />
'''(J1.13) For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Use this note if epoxy coated reinforcements required for MSE wall.'''<br />
:Precast modular panel, drycast modular, wetcast modular block and coping (or capstone) reinforcement shall be epoxy coated.<br />
<br />
'''(J1.14)'''<br />
:Soil reinforcement shall be spaced to avoid roadway drop inlet behind wall.<br />
<br />
'''(J1.15)'''<br />
:A filter cloth meeting the requirements for a Separation Geotextile material shall be placed between the select granular backfill for structural systems and the backfill being retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.16) Use for all precast modular panel wall systems.'''<br />
:Minimum 18” wide geotextile strips shall be centered at vertical and horizontal joints of panel. Geotextile material shall be adhered to back face of panel using an adhesive compound supplied by the manufacturer. All edges of each fabric strip shall provide a positive seal. A minimum 12” overlap shall be provided between spliced filter fabric. <br />
<br />
'''(J1.17) Use for all precast modular panel wall systems.''' <br />
:Coping shall be required on this structure. When CIP coping sections extend beyond the limits of a single panel, bond breaker (roofing felt or other approved alternate) between wall panel and coping is required. Coping joints shall use ¾-inch chamfers and shall be sealed with ¾-inch joint filler. Coping reinforcement shall terminate 1 ½-inch minimum from face of coping joint.<br />
<br />
'''(J1.18) '''<br />
:Wall contractor shall show the following items on the design drawings and/or on the fabricator shop drawings. <br />
::1. Leveling pad horizontal.<br />
::2. Leveling pad length and step elevations shall be based on wall manufacture’s recommendation. Top of leveling pad elevations shall not be higher than theoretical top of leveling pad elevations shown on these plans.<br />
<br />
'''Use for drycast modular block wall system or wetcast modular block wall system unless either wall system is to be built vertical.'''<br />
<br />
'''(J1.19)'''<br />
:The top and bottom elevations are given for a vertical wall. The height of the wall shall be adjusted as necessary to fit the ground slope and the concrete leveling pad shall be adjusted as necessary to account for the wall batter. If a fence is built on an extended gutter, then the height of the wall shall be adjusted further.<br />
:The baseline of the wall shown is for a vertical wall. This baseline shall correspond to Elevation _____.<br />
<br />
'''(J1.20)'''<br />
:The contractor shall be solely responsible to coordinate construction of the wall with bridge and roadway construction and ensure that the bridge and roadway construction, resulting or existing obstructions, shall not impact the construction or performance of the wall. Soil reinforcement shall be designed and placed to avoid damage by pile driving, guardrail post installation, utility and sign foundations. (See Roadway and Bridge plans.)<br />
<br />
'''PREQUALIFIED MSE WALL SYSTEMS'''<br />
<br />
'''(J1.21) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="6" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|MSE Wall Systems Data Table<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Proprietary Wall<br/>Systems<br />
!colspan="4" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Combination Wall Systems<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|System<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing Unit<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing<br/>Unit<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Geogrid<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Geogrid<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
|colspan="6" align="left"|MSE Wall Systems Data Table is to be completed by MoDOT construction personnel<br/> to record the manufacturer of the proprietary wall system or the manufacturers of the<br/>combination wall system that was used for constructing the MSE wall.<br />
|}<br />
<br />
'''(J1.22) Use for all precast modular panel wall systems. Use for drycast modular block wall system or wetcast modular block wall system if either system is to be built vertical.'''<br />
:<u>The MSE wall system shall be built vertical.</u><br />
<br />
'''(J1.23) Use when the type of MSE wall system is not optional.'''<br />
:The MSE wall system shall be a <u>drycast modular block or wetcast modular block</u> <u>precast modular panel</u> wall system.<br />
<br />
'''(J1.24)'''<br />
:Topmost layer of reinforcement shall be fully covered with select granular backfill for structural systems, as approved by the wall manufacturer, before placement of the Separation Geotextile.<br />
<br />
'''(J1.25)''' <br />
:Minimum ____ diameter perforated PVC or PE pipe. <br />
<br />
'''(J1.26)'''<br />
:Manufacturer shall show drain details on design plans to be submitted as shown on MoDOT MSE wall plans and/or roadway plans. <br />
<br />
'''(J1.27)'''<br />
:Contractor shall modify the drain details as shown if it will improve flow as may be the case for a stepped leveling pad, and for an uneven ground line (approval of the engineer required).<br />
<br />
'''(J1.28) '''<br />
:Select granular backfill shall extend a minimum of 12" beyond the end of all soil reinforcement. Where the angle, Ɵ, between the retained backfill excavation/fill line and the horizontal is less than 90°, the wedge area backfill between Ɵ and 90° shall be filled with select granular backfill for structural systems meeting the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010].<br />
::- For 45° < Ɵ ≤ 90°, properties for retained backfill shall be used for active force computations.<br />
::- For Ɵ ≤ 45°, contractor shall have the option to use properties for select granular backfill, Ф<sub>r</sub>, or better aggregate material for active force computations in the wedge area backfill. For active force computations, the angle of internal friction for wedge area backfill material, Ф<sub>r</sub>, shall be limited to 34° unless determined otherwise in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010]. If Ф<sub>r</sub> > 34° is desired for wedge area backfill then test report shall be submitted with manufacturer's design plans. Ф<sub>r</sub> shall not be greater than 40°. Final configuration of this option shall be sent to Geotechnical Section for a new overall global stability analysis. Design Ф<sub>r</sub>° shall be shown on the manufacturer's design plans if used. <br />
:The slope excavation line shall be benched and separation geotextile shall be placed between the retained backfill and either select granular backfill or better aggregate material, and between the select granular backfill and better aggregate material.<br />
:Show range of acceptable theta (Ɵ) angle on shop drawings which must be consistent with design computations and proposed construction of wall. Show active force computation properties (Ф° = Ф<sub>r°</sub> and γ = γ<sub>r</sub> or Ф° = Ф<sub>b°</sub> and γ = γ<sub>b</sub>) on shop drawings and in design computations. Coordination between wall designer (manufacturer) and contractor is required before shop drawing submittal.<br />
<br />
:{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="5" style="background:#BEBEBE"| Material Properties Used In Design<br />
|-<br />
!colspan="2" style="background:#BEBEBE"|Reinforced Fill/Select Granular Backfill!!colspan="2" style="background:#BEBEBE"|Active Force Computations!! style="background:#BEBEBE" width="125"|Foundation<br />
|-<br />
|width="80"|ф<sub>r</sub>°||width="80"| γ<sub>r</sub> (pcf) ||width="80"| ф° ||width="80"|γ (pcf) ||width="80"| ø<sub>f</sub>°<br />
|-<br />
| &nbsp; || || || || <br />
|}<br />
<br />
:MSE Wall designer shall include table on shop drawings and provide values used in the design computations. Effects of cohesion shall be ignored unless approved by the engineer.<br />
<br />
'''Use Notes J1.29 thru J1.33 for all precast modular panel wall systems'''<br />
<br />
'''(J1.29)'''<br />
:Inverted U-shape reinforced capstone may be used in lieu of coping. Panel dowels for level-up concrete shall be required, and provided by manufacturer. The dowels shall be field trimmed to clear the capstone by a minimum of 1 1/2 inches and a maximum of 2 1/2 inches.<br />
<br />
'''(J1.30) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than or equal to 10 feet. <br />
<br />
'''(J1.31)'''<br />
:Aluminized soil reinforcement shall have edges coated with coating material per manufacturer.<br />
<br />
'''(J1.32) Use for MSE Walls when there may be contact between dissimilar metals.'''<br />
:All steel soil reinforcements shall be separated from other metallic elements by at least 3 inches. <br />
<br />
'''(J1.33)''' <br />
:Use default values for the pullout friction factor, F<sup>*</sup>, in accordance with LRFD figure 11.10.6.3.2-2 and default value for scale effect correction factor, α, in accordance with LRFD table 11.10.6.3.2-1. For approved steel strips not shown in LRFD figure 11.10.6.3.2-2, use F<sup>*</sup> ≤ 2.0 at zero depth and F<sup>*</sup> ≤ Tan Ф<sub>r</sub> at 20 feet depth and Фr design = 34°. F<sup>*</sup> and α values shall be shown on the shop drawings.<br />
<br />
'''(J1.34) Use for all MSE wall plans.'''<br />
:The MSE wall system shall be built in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 720].<br />
<br />
'''(J1.35) Use for MSE Walls when there may be obstructions in reinforced soil mass.'''<br />
:The splay angle should be less than 15° and tensile capacity of splayed reinforcement shall be reduced by the cosine of the splay angle. Soil reinforcement shall clear the obstruction by at least 3 inches.<br />
:No reinforcement shall be left unconnected to the wall face or arbitrarily cut/bent in the field to avoid the obstruction.<br />
:Where interference between the vertical obstruction and the soil reinforcement is unavoidable, the design of the wall near the obstruction may be modified using one of the alternatives in FHWA-NHI-10-024, Section 5.4.2. Show detail layout on the drawings. For wall designs with horizontal obstructions in reinforced soil mass, see FHWA-NHI-10-024, Section 5.4.3.<br />
<br />
'''Use Notes J1.36 thru J1.40 for drycast modular block wall systems or wetcast modular block wall systems.'''<br />
<br />
'''(J1.36) Permanent shims for drycast modular block wall systems or wetcast modular block wall systems:'''<br />
:Permanent shims will be sparingly allowed to maintain horizontal and vertical control. The preferable shim shall be made of a plastic material that will not rust, stain, rot or leach onto the concrete and has a minimum compressive strength equal to block wall unit. Steel or wood shims will not be allowed. Shims shall not exceed 3/16 inch in thickness and shall distribute load in order to not induce stress into block wall units. No shim shall be used between the concrete leveling pad and the base course of the block wall.<br />
<br />
'''(J1.37)''' <br />
:Holes shall be 5/8-inch round and extended 4 inches into the third layer of blocks, recessed 2 inches deep by 1 1/2 inches round.<br />
<br />
'''(J1.38)'''<br />
:Rods or reinforcing bars shall be secured by an approved resin anchor system in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1039].<br />
<br />
'''(J1.39)'''<br />
:Recess hole shall be backfilled with non-shrink cement grout.<br />
<br />
'''(J1.40) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than 10 feet. <br />
<br />
'''(J1.41) Use when interior angle between two precast modular panel walls is less than or equal to 70°.'''<br />
:When interior angle between two walls is less than or equal to 70°, the affected portion of the MSE wall shall be designed as an internally tied bin structure with at-rest earth pressure coefficients. Acute angle corner structures shall not be stand-alone separate structures. For additional design steps see (FHWA-NHI-10-024).<br />
<br />
'''Use for all MSE wall plans.''' <br />
<br />
'''(J1.42) '''<br />
:Excavation quantities and pay items are given on the roadway plans. Excavation quantities are based on a soil reinforcement length of _____ ft. The soil reinforcement length may vary based upon the wall design selected by the contractor. Plan excavation quantities will be paid regardless of any actual quantities removed based on the soil reinforcement length and design selected.<br />
<br />
'''(J1.43) For staged bridge construction with MSE walls at the abutments show following note on the plan details when temporary MSE wall is required. Also use note J1.41 when interior angle between two walls is 65° to 70°.'''<br />
:Contractor shall be responsible for the internal stability, external stability, compound stability, and overall global stability of the temporary MSE wall structure. The soil parameters assumed for the temporary MSE wall design shall be those shown on the plan details for the MSE Wall and shown in the foundation report. The contractor shall submit the proposed method of temporary MSE wall construction to the engineer prior to beginning work.<br />
:See special provisions.<br />
<br />
== K. Approach Slab Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== K1. General ===<br />
<br />
'''(K1.1) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:All concrete for the bridge approach slab <u>and sleeper slab</u> shall be in accordance with Sec 503 (f'<sub>c</sub> = 4,000 psi).<br />
<br />
'''(K1.2)'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed fiber expansion joint filler, except as noted.<br />
<br />
'''(K1.3) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab <u>and the sleeper slab</u> shall be epoxy coated Grade 60 with F<sub>y</sub> = 60,000 psi.<br />
<br />
'''(K1.4)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<div id="(K1.5.1)"></div><br />
<br />
'''(K1.5.1) Use for Bridge Approach Slab (Major Road).'''<br />
:The reinforcing steel in the bridge approach slab and the sleeper slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 24 inches for #5 bars and 40 inches for #6 bars, or by mechanical bar splice.<br />
<br />
'''(K1.5.2) Use for Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 26 inches for #4 bars, or by mechanical bar splice.<br />
<br />
'''(K1.6) Use underline portion when mechanical bar splices are required due to staged construction. '''<br />
:Mechanical bar splices shall be in accordance with Sec 710. <u>(Estimated ____ splices per slab) </u><br />
<br />
'''(K1.7)'''<br />
:<math>\, *</math> Seal joint between vertical face of approach slab and wing with sealant in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(K1.11)'''<br />
:The contractor shall pour and satisfactorily finish the <u>bridge</u> <u>semi-deep</u> slab before placing the bridge approach slab.<br />
<br />
'''(K1.12)'''<br />
:Longitudinal construction joints in approach slab <u>and sleeper slab</u> shall be aligned with longitudinal construction joints in <u>bridge</u> <u>semi-deep</u> slab.<br />
<br />
'''(K1.13) Use for Bridge Approach Slab (Major Road)'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the approach slab, including the timber header, sleeper slab, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Major Road) per square yard.<br />
<br />
'''(K1.14a) Use for Bridge Approach Slab (Minor) – Concrete Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the concrete bridge approach slab, including the timber header, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.14b) Use for Bridge Approach Slab (Minor) – Asphalt Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the asphalt bridge approach slab, including tack, curb and Type 5 aggregate base within the pay limits shown, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.15) Use for Bridge Approach Slab (Major Road) and Bridge Approach Slab (Minor Road) – Concrete Slab Only'''<br />
:For concrete approach pavement details, see roadway plans.<br />
<br />
'''(K1.16) Use for Bridge Approach Slab (Major Road)'''<br />
:See Missouri Standard Plan 609.00 for details of Type A curb.<br />
<br />
'''(K1.17) Use for Bridge Approach Slab (Minor Road) – Asphalt Slab Only'''<br />
:See Missouri Standard Plan 609.00 for details of Type S curb. <br />
<br />
'''(K1.18)'''<br />
:With the approval of the engineer, the contractor may crown the bottom of the approach slab to match the crown of the roadway surface.<br />
<br />
'''(K1.19) <font color="purple">[MS Cell]</font color="purple"> Use boxed note for Bridge Approach Slab (Minor Road)'''<br />
<br />
{|style="padding: 0.3em; margin-left:1px; border:1px solid #000000; background:#ffffff" text-align:center; font-size: 95%; width="380px" align="center" <br />
|-<br />
|colspan="2"|MoDOT Construction personnel will indicate the bridge approach slab used for this structure:<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Concrete Bridge Approach Slab<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Asphalt Bridge Approach Slab<br />
|}<br />
<br />
'''(K1.20)'''<br />
:Drain pipe may be either 6" diameter corrugated metallic-coated pipe underdrain, 4" diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4" diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes&diff=58592751.50 Standard Detailing Notes2026-05-06T14:10:54Z<p>Hoskir: /* H7. Slab Drains */ h7.7 updated per RR4181</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="300px" align="right" <br />
|-<br />
|align="center"| '''Copying Detailing Notes from EPG to MicroStation Drawings'''<br />
|-<br />
|'''<font color="purple">[MS Cell]</font color="purple">''' in the standard detailing notes indicates those notes are available in MicroStation note cells because of the drawing associated with the note. <br />
|-<br />
|Please refer to [[media:751.50 Copying Detailing Notes May 2014.docx|Copying Detailing Notes from EPG to MicroStation Drawings]] for additional information.<br />
|}<br />
'''Underlined Portions of Notes:''' Underlined portions of standard detailing notes that are not applicable may be omitted.<br />
<br />
<br />
== A. General Notes ==<br />
<br />
=== A1. Design Specifications, Loadings & Unit Stresses and Standard Plans===<br />
<br />
'''The format for these notes as they would appear on the plans is as follows with the indention shown being optional. For additional applicable notes for MSE walls, see [[#J. MSE Wall Notes (Notes for Bridge Standard Drawings)|J. MSE Wall Notes]].'''<br />
<br />
:'''General Notes:'''<br />
<br />
::''' Design Specifications:'''<br />
:::A1.1<br />
<br />
::'''Design Loading:'''<br />
:::A1.2<br />
<br />
::''' Design Unit Stresses:'''<br />
::: A1.3 <br />
<br />
::'''Standard Plans: '''<br />
:::A1.4<br />
<br />
<br />
'''(A1.1) Design Specifications: '''<br />
<br />
'''Use for all LRFD standard culverts-bridge designs in which the design and/or details are completely covered by the Missouri Standard Plans for Highway Construction and/or EPG 751.8 in accordance with the following design specifications. '''<br />
<br />
:::2010 AASHTO LRFD Bridge Design Specifications and 2010 Interim Revisions<br />
<br />
'''Use for all LRFD bridge final designs initiated on or after June 1, 2020.'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
<br />
'''Use for all LRFD bridge final designs initiated before June 1, 2020.'''<br />
<br />
:::2017 AASHTO LRFD Bridge Design Specifications (8th Ed.)<br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated after June 1, 2024.'''<br />
<br />
:::<u>2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.)</u><br />
:::<u>Seismic Design Category = A</u> (<u>Nonseismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category =</u> <u>B</u> <u>C</u> <u>D</u> (<u>Complete Seismic Analysis</u> <u>Seismic Details plus Abutment Seismic Design</u>)<br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>__(2)</u> <br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated before June 1, 2024.'''<br />
<br />
:::<u>2011 AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Ed.) and 2014 Interim Revisions</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category = __</u> <br />
:::<u>Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> = __</u><br />
:::<u>Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = __</u> <br />
<br />
'''Use for all LFD bridge final designs.'''<br />
:::2002 AASHTO LFD (17th Ed.) Standard Specifications<br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = __</u><br />
:::<u>Acceleration Coefficient = __ </u><br />
:::<u>Bridge Deck Rating = (1)</u><br />
<br />
'''Use for all LRFD retaining wall (Conventional retaining wall, MSE wall or other) final designs. For additional applicable notes for MSE walls, see [[751.50_Standard_Detailing_Notes#J._MSE_Wall_Notes_.28Notes_for_Bridge_Standard_Drawings.29|J. MSE Wall Notes]].'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
:::2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.) <br />
:::<u>Seismic Design Category = A (Seismic Zone 1)</u><br />
:::<u>Seismic Design Category = B (Seismic Zone 2)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = C (Seismic Zone 3)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = D (Seismic Zone 4) (Seismic Analysis)</u><br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>(2)</u><br />
<br />
(1) Use when repairing concrete deck. The rating (3 to 9) is from the bridge inspection report.<br />
<br />
(2) Use value for A<sub>s</sub> per Geotech report/Design layout or N/A if not reported in Geotech report/Design layout. If A<sub>s</sub> > 0.75 then use A<sub>s</sub> = 0.75.<br />
<br />
(3) Use “No seismic analysis” if retaining wall is not supporting another structure foundation (i.e. not supporting abutment fill or building) and only if Geotech report allow this option.<br />
<br />
<div id="(A1.2) Design Loading:"></div><br />
'''(A1.2) Design Loading:'''<br />
<br />
'''Use for all LRFD bridge, retaining wall and culvert final designs.'''<br />
::Vehicular = HL-93 <u>minus lane load</u> (1)<br />
:: <u>No</u> <u>Future Wearing Surface</u> <u>= 35 lb/sf</u><br />
::<u>Defense Transporter Erector Loading</u><br />
::Earth = 120 lb/cf (4 6)<br />
::Equivalent Fluid Pressure = <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
'''Use for all LFD bridge final designs.'''<br />
::<u>HS20-44</u> <u>HS20 Modified</u> <u>(4)</u> <u>(5)</u> <br />
::<u>35 lb/sf</u> <u>No</u> Future Wearing Surface<br />
::<u>Military 24,000 lb Tandem Axle</u> <u>(5)</u> <br />
::<u>Defense Transporter Erector Loading</u> <u>(5)</u> <br />
::Earth 120 lb/cf, Equivalent Fluid Pressure <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::Fatigue Stress - <u>Case I</u> <u>Case II</u> <u>Case III</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
For rehabilitation of decks originally designed using above loads, specify using current wording when the original wording varies from that now used (“Military” used to be specified as “Modified”). <br />
<br />
(1) Include for all culverts and culverts-bridges unless lane load is used.<br />
<br />
(2) For bridges and retaining walls use "45 lb/cf (Min.)" unless the Ø angle requires using a larger value. For box culverts use "30 lb/cf (Min.), 60 lb/cf (Max.)".<br />
<br />
(3) Use with all prestressed concrete structures. Omit underline portions for single spans. <br />
<br />
(4) For rehabilitation of decks originally designed using loads other than those shown, specify loading as shown on original plans.<br />
<br />
(5) For rehabilitation of decks specify the original design year in parentheses, e.g. (1965).<br />
<br />
(6) Unless different value is provided in the Geotechnical report.<br />
<br />
<br />
'''(A1.3) Use for LRFD. (For ASD, LFD, and allowable stresses, see Development Section.)'''<br />
<br />
::'''Design Unit Stresses:'''<br />
::{|<br />
|Class B Concrete (Substructure)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B Concrete (Retaining Wall)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B-2 Concrete (Drilled Shafts & Rock Sockets)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Superstructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except<br/> &nbsp; Prestressed <u>Girders</u> <u>Beams</u> and Barrier) || ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Substructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Box Culvert)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Barrier)|| ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except Barrier)|| ||valign="bottom"| f'c = 4,000 psi (1)<br />
|-<br />
|Reinforcing Steel (Grade 40)|| ||f<sub>y</sub> = 40,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A615 Grade 60)|| ||f<sub>y</sub> = 60,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A706 Grade 60)|| ||f<sub>y</sub> = 60,000 psi (2)<br />
|-<br />
| Structural Carbon Steel (ASTM A709 Grade 36) || ||f<sub>y</sub> = 36,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS70W)|| ||f<sub>y</sub> = 70,000 psi<br />
|-<br />
|Structural Steel HP Pile (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi <br />
|-<br />
|Welded or Seamless steel shell (pipe) for CIP pile (ASTM A252 Modified Grade 3)||width="20"| || f<sub>y</sub> = 50,000 psi<br />
|-<br />
|colspan="3"|For precast prestressed panel stresses, see Sheet No. _.<br />
|-<br />
|colspan="3"|For prestressed girder stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|-<br />
|colspan="3"|For prestressed <u>solid slab</u> <u>voided slab</u> <u>box</u> beam stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|}<br />
<br />
<div id="A1-notes"></div><br />
(1) Slabs, diaphragms or beams poured integrally with the slab.<br />
<br />
(2) Use for new bridges in seismic design category B, C and D. ASTM A615 bars should be used for rehabilitation work regardless of location. <br />
<br />
Note: Any new construction using structural steels A514 or A517 requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles or other structural shapes without prior confirmation of the availability of the material.<br />
<br />
<div id="(A1.4) Standard Plans:"></div><br />
'''(A1.4) Use for structural design information only.'''<br />
:::'''Standard Plans:'''<br />
::::703.37, 703.85, 703.86, and 703.87<br />
<br />
<center><br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="950px" align="center" <br />
|-<br />
|Guidance: <br/><br />
- List in order the Missouri Standard Plans applicable to the structure (omit if there are no applicable standard plans).<br/><br />
- Above is an example for a right advanced triple box culvert with a flared inlet. Actual standards specified shall be those required for structure type and features.<br/><br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
! style="background:#BEBEBE"| Standard Plan!! style="background:#BEBEBE"|When Applicable <br />
|-<br />
|703.10 thru 703.87 ||width="300"|Culvert Standards in Accordance with [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans ]]<br />
</center><br />
|}<br />
</center><br/><br />
- Examples for exclusion (no need to include):<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 606.60: guardrail transition – roadway item<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plans 606.00 and 617.10: delineators for railings and barriers – referenced in standard notes.<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 609.00: Type A curb for approach slabs– referenced in standard note K1.16<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 706.35 Bar Supports for Concrete Reinforcement<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 712.40 Steel Dams at Expansion Devices – supplementary details for construction<br/><br />
|}<br />
</center><br />
<br />
=== A2. Concrete Box Culverts and Other Type Structures ===<br />
<br />
'''All Boxes'''<br />
<br />
'''(A2.0) <font color="purple">[MS Cell]</font color="purple">'''<br />
:MoDOT Construction personnel will indicate the type of box culvert constructed:<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Precast Concrete Box used<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Cast-in-Place Concrete Box used<br />
<br />
<br />
'''All Boxes on Rock'''<br />
<br />
'''(A2.1) Designer shall check with Structural Project Manager if the 6” dimension should be increased for soft rock and shale. '''<br />
<br />
:Anchor full length of walls by excavating 6 inches into and casting concrete against vertical faces of hard, solid, undisturbed rock.<br />
<br />
'''(A2.1.1)'''<br />
:Holes shall be drilled 12 inches into solid rock with E1 and E2 bars grouted in.<br />
<br />
<br />
'''All Boxes with Bottom Slab'''<br />
<br />
'''(A2.2)'''<br />
:When alternate precast concrete box culvert sections are used, the minimum distance from inside face of headwalls to precast sections measured along the shortest wall shall be 3 feet. Reinforcement and dimensions for wings and headwalls shall be in accordance with Missouri Standard Plans.<br />
<br />
<br />
'''Culverts on Rock Where Holes or Crevices may be Found'''<br/><br />
'''(Normally where soundings show rock to be very irregular)'''<br />
<br />
'''(A2.3) (The designer should check with Structural Project Manager before placing this note on the plans.)'''<br />
:Where, under short lengths of walls, top of rock is below elevations given for bottom of walls, plain concrete footings 3 feet in width shall be poured up from rock to bottom of walls. If top of rock is more than 3 feet below bottom of short wall sections, the walls between points of support on rock, shall be designed and reinforced as beams and spaces below walls filled as directed by the engineer. Payment for plain concrete footings and concrete reinforced as wall beams will be considered completely covered by the contract unit price for Class B-1 Concrete.<br />
<br />
<br />
'''Box Type Structures on Rock or Shale Widened or Extended with Floor '''<br />
<br />
'''(A2.4)'''<br />
:Fill material under the slab shall be firmly tamped before the slab is poured.<br />
<br />
<br />
'''Box Culverts with Bottom Slab that Encounter Rock'''<br />
<br />
'''(A2.5) (Use when specified on the Design Layout.)'''<br />
:Excavate rock 6 inches below bottom slab and backfill with suitable material for culverts on rock in accordance with Sec 206.<br />
<br />
<br />
'''Curved Box Culverts (Box on curve)'''<br />
<br />
'''(A2.6)'''<br />
:The contractor will have the option to build the curved portion of the structure on chords (maximum of 16 feet).<br />
<br />
<br />
'''(A2.7) (Use when special backfill is specified on the Design Layout.)'''<br />
:Excavate 3 feet below the box and fill with suitable backfill material.<br />
<br />
<br />
'''For Box Culverts where collar is provided, place the following note on plan sheet.'''<br />
<br />
'''(A2.8)'''<br />
:If precast option is used, precast box culvert ties in accordance with Sec 733 and Standard Plan 733 shall be provided between all precast sections. <br />
<br />
<br />
'''For Box Culverts with transverse joint(s), place notes A2.9 and A2.10 under the Transverse Joint Detail. <font color="purple">[MS Cell]</font color="purple"> The detail and these notes are not needed if an appropriate standard plan is referenced.'''<br />
<div id="(A2.9)"></div><br />
'''(A2.9)'''<br />
:Filter cloth 3 feet in width and double thickness shall be centered on transverse joints in top slab and sidewalls with edges sealed with mastic or two sided tape. Filter cloth shall be a separation geotextile in accordance with Sec 1011. Cost of furnishing and installing filter cloth will be considered completely covered by the contract unit price for other items.<br />
<div id="(A2.10)"></div><br />
<br />
'''(A2.10)'''<br />
:Preformed fiber expansion joint material in accordance with Sec 1057 shall be securely stitched to one face of the concrete with 10 Gage copper wire or 12 Gage soft drawn galvanized steel wire.<br />
<br />
<br />
'''(A2.11)'''<br />
:If unsuitable material is encountered, excavation of unsuitable material and furnishing and placing of granular backfill shall be in accordance with Sec 206.<br />
<br />
<br />
'''(A2.14) For Box Culverts where the top slab is used as the riding surface, place the following note on plan sheet.'''<br />
<br />
:Culvert top slab surface may be finished with a vibratory screed.<br />
<br />
<div id="Use notes A2.15 and A2.16"></div><br />
<br />
'''Use notes A2.15 and A2.16 for all box culverts.'''<br />
<br />
'''(A2.15) '''<br />
<br />
:Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
<br />
'''(A2.16) '''<br />
<br />
:If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item)<br />
<br />
=== A3. All Structures ===<br />
<br />
'''Neoprene Pads:'''<br />
<br />
'''(A3.2) Does not apply to Type N PTFE Bearings & Laminated Neoprene Bearing Pad Assembly.'''<br />
:Neoprene bearing pads shall be <u>50</u> <u>60</u> <u>70</u> durometer and shall be in accordance with Sec 716.<br />
<br />
<br />
'''Fabricated Steel Connections:'''<br />
<br />
'''(A3.3) Use for all steel structures. Bolted connections use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Field connections shall be made with 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> bolts and 13/16-inch diameter holes, except as noted. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied.<br />
|}<br />
<br />
'''Joint Filler:'''<br />
<br />
'''(A3.4) Use on all structures (except culverts).'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed sponge rubber expansion and partition joint filler, except as noted.<br />
<br />
<br />
'''Reinforcing Steel:'''<br />
<br />
'''(A3.5)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<br />
<div id="(A3.5.1) Use when uncoated steel"></div><br />
'''(A3.5.1) Use when uncoated steel may come in contact with galvanized piles (concrete pile cap intermediate bents and pile footings).'''<br />
:Minimum clearance between galvanized piles and uncoated (plain) reinforcing steel including bar supports shall be 1 1/2”. Nylon, PVC, or polyethylene spacers shall be used to maintain clearance. Nylon cable ties shall be used to bind the spacers to the reinforcement.<br />
<br />
'''(A3.6) Use when mechanical bar splices (MBS) are to be specified on the plans. The underlined portion shall be used when mechanical bar splice is not being paid for with pay item 706-10.70. '''<br />
<br />
:MBS refers to mechanical bar splices. Mechanical bar splices shall be in accordance with Sec 706 or 710 <u>except that no measurement will be made for mechanical bar splices and they will be considered completely covered by the contract unit price for other items</u>.<br />
<br />
<div id="Traffic Handling:"></div><br />
'''Traffic Handling:'''<br />
<br />
'''(A3.7) Use on all grade separations (new and rehabs) constructed over traffic. The note shall be as specified on the Bridge Memorandum (may not match the following) in accordance with [[751.1 Preliminary Design#751.1.2.6 Vertical and Horizontal Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearances]].'''<br />
<br />
:Vertical clearance for Route <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> traffic during construction shall be <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> minimum over a <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> wide horizontal opening of the roadway <u>in each direction</u>.<br />
<br />
<br />
'''(A3.8) Use for bridges and culverts.'''<br />
:<u>Structure to be closed during construction.</u> <u>Traffic to be maintained on (1) during construction.</u> See roadway plans for traffic control <u>and Sheet No. __ for staged construction details.</u><br />
<br />
::{| style="margin: 1em auto 1em auto" <br />
|-<br />
|(1)|| Use “structure” with staged rehabilitation of existing structures.<br />
|-<br />
| ||Use “existing structure” with new structures built next to existing structures.<br />
|-<br />
| ||Use “structures” with staged replacement of existing structures.<br />
|-<br />
| ||Use “temporary bypass” when a bypass will be constructed.<br />
|-<br />
| ||Use “other routes” with new routes and with existing routes that are closed to traffic.<br />
|-<br />
|colspan="2" width="1150"| <br />
|}<br />
<br />
=== A4. Protective Coatings ===<br />
<br />
====A4a. Structural Steel Protective Coatings====<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "Structural Steel Protective Coatings:". <br />
<br />
=====A4a1. <u>Steel Structures-Nonweathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a1.1 – A4a1.7)</u>'''<br />
<br />
'''(A4a1.1) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.3 is used. '''<br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finish Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.2) '''<br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a1.3) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.4) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.3) is used, omit the 2<sup>nd</sup> sentence'''.<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u> . <br />
<br />
'''(A4a1.5) When System L is specified, System I is specified for water crossings or when note (A4a1.3) is used, omit the underlined part.'''<br />
<br />
:At the option of the contractor, the <u>intermediate field coat and</u> finish field coat may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''(A4a1.6) Use for structures with Access Doors'''<br />
<br />
:Structural steel access doors shall be cleaned and coated in the shop or field with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. In lieu of coating, the access doors may be galvanized in accordance with ASTM A123 and AASHTO M 232 (ASTM A153), Class C. The cost of coating or galvanizing doors will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a1.7) Use for structures with Access Doors and when a fabricated structural steel pay item is not included.'''<br />
<br />
:Payment for furnishing, coating or galvanizing and installing access doors and frames will be considered completely covered by the contract unit price for other items. <br />
<br />
<div id="(A4a1.8.1) Place"></div><br />
'''(A4a1.8.1) Place the following notes on the plans when alternate galvanized structural steel protective coating is approved by SPM.'''<br />
<br />
:'''(A4a1.8.1a) Place the following note under the notes for “Structural Steel Protective Coatings”.'''<br />
::Alternate A Structural Steel Protective Coating:<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:'''(A4a1.8.1b) In "General Notes:" section place the following note under the heading "Miscellaneous:”'''<br />
::Alternate bids for structural steel coating shall be completed.<br />
<br />
:'''(A4a1.8.1c) Place following information at bottom part of “Estimated Quantities” table. (At least four (4) blank rows should be left at bottom of table to allow for additional entries in the field.)'''<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|Estimated Quantities<br />
|-<br />
!Item||Substr.||Superstr.||Total<br />
|-<br />
|Last Pay Item|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|ADD ALTERNATE A:|| || ||<br />
|-<br />
|Galvanizing Structural Steel&nbsp;&nbsp;&nbsp;&nbsp; lump sum|| || ||1<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|}<br />
</center><br />
'''(A4a1.8.2) Place the following note instead of notes A4a1.1 – A4a1.7 on the plans when galvanized structural steel protective coating is approved by SPM.'''<br />
:'''(A4a1.8.2a) '''<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''<u>Recoating Existing Steel (Notes A4a1.9 - A4a1.13)</u>''' <br />
<br />
'''(A4a1.9) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.13 is used.''' <br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finished Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.10) Use primer specified on the Design Memorandum. System L must be used with inorganic zinc primer only.''' <br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for <u>Recoating of Structural Steel (System G, H, I or L)</u> with <u>organic</u> <u>inorganic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel.<br />
<br />
'''(A4a1.11) '''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a1.12) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.13) is used, omit the 2<sup>nd</sup> sentence.'''<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u>.<br />
<br />
'''(A4a1.13) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.14) Use for recoating truss bridges. '''<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|The length of span that is permissible to drape is to be determined by the designer and given in the note. Typically, ¼ span length is used but greater lengths have been used in the past based on calculations. See Structural Project Manager or Structural Liaison Engineer.<br />
|}<br />
<br />
:For the duration of cleaning and recoating the truss spans, the truss span superstructure in any span shall not be draped with an impermeable surface subject to wind loads for a length any longer than <u>1/4</u> the span length at any one time regardless of height of coverage. Simultaneous work in adjacent spans is permissible using the specified limits in each span. <br />
<br />
<div id="Overcoating Existing Steel (Notes A4a.10 – A4a.14)"></div><br />
'''<u>Overcoating Existing Steel (Notes A4a1.21 – A4a1.27)</u> '''<br />
<br />
'''(A4a1.21) Include underlined portion when overcoating an existing vinyl coating (System C).'''<br />
<br />
:Protective Coating: System G in accordance with Sec 1081 <u>except thinners are not permitted</u>.<br />
<br />
'''(A4a1.22) '''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for Overcoating of Structural Steel. The cost of surface preparation will be considered completely covered by the contract <u>lump sum unit</u> price <u>per sq. foot</u> for Surface Preparation for Overcoating Structural Steel (System G).<br />
<br />
'''(A4a1.23) The 2nd underlined portion in the first sentence is applicable only for bridges over streams and railroads. '''<br />
<br />
:Field Coat(s): The color of the field overcoat shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u> and shall be applied in accordance with Sec 1081.10.3.4<u>, except that all structural steel shall have the intermediate field coat applied in accordance with Sec 1081.10.3.4.1.1</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System G).<br />
<br />
'''(A4a1.24) Use when new coating system overlaps existing coating system. Show detail on plans.'''<br />
<br />
:Limits of Paint Overlap: System G shall overlap the existing coating between 6 inches and 12 inches in order to achieve maximum coverage at the paint limit of each complete system near the expansion and contraction areas. The final field coating shall be masked to provide crisp, straight lines and to prevent overspray beyond the overlap required.<br />
<br />
=====A4a2. <u>Steel Structures- Weathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a2.1 - A4a2.3) </u>'''<br />
<br />
'''(A4a2.1) '''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080. <br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel.<br />
<br />
'''(A4a2.2) '''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the <u>intermediate and</u> finish field coats will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a2.3) '''<br />
<br />
:At the option of the contractor, the intermediate and finish field coats may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''<u>Recoating Existing Steel (A4a2.10 – A4a2.13) </u>'''<br />
<br />
'''(A4a2.10)'''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080.<br />
<br />
'''(A4a2.11) Use primer specified on Design Memorandum. System L must be used with inorganic zinc primer only.'''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1080 and Sec 1081 for <u>Recoating of Structural Steel (System G, H or I)</u> with <u>inorganic</u> <u>organic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel. <br />
<br />
'''(A4a2.12)'''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a2.13) The coating color shall be as specified on the Design Layout. When System L or I is specified, omit the 2nd sentence.'''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System <u>G</u> <u>I</u>).<br />
<br />
=====A4a3. <u>Miscellaneous</u>=====<br />
<br />
'''(A4a3.1) Use for weathering steel or concrete structures with girder chairs and when a coating pay item is not included. '''<br />
<br />
:Structural steel for the <u>girder</u> <u>beam</u> chairs shall be coated with not less than 2 mils of inorganic zinc primer. Scratched or damaged surfaces are to be touched up in the field before concrete is poured. In lieu of coating, the <u>girder</u> <u>beam</u> chairs may be galvanized in accordance with ASTM A123. The cost of coating or galvanizing the <u>girder</u> <u>beam</u> chairs will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a3.2) Use when recoating existing exposed piles. (Guidance: "Aluminum" is preferred because it acts as both a barrier and corrosion protection where "Gray" only acts as a barrier. If for any reason coated pile is embedded in fresh concrete, "Aluminum" shall not be used.)'''<br />
<br />
:All exposed surfaces of the existing structural steel piles <u>and sway bracing</u> shall be recoated with one 6-mil thickness of <u>aluminum</u> <u>gray</u> epoxy-mastic primer applied over an SSPC-SP3 surface preparation in accordance with Sec 1081. The bituminous coating shall be applied one foot above and below the existing ground line and in accordance with Sec 702. These protective coatings will not be required below the normal low water line. The cost of surface preparation will be considered completely covered by the contract lump sum price for Surface Preparation for Applying Epoxy-Mastic Primer. The cost of the <u>aluminum</u> <u>gray</u> epoxy-mastic primer and bituminous coating will be considered completely covered by the contract lump sum price for <u>Aluminum</u> <u>Gray</u> Epoxy-Mastic Primer.<br />
<br />
====A4b. Concrete Protective Coatings====<br />
<br />
=====A4b1. Concrete Protective Coatings===== <br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Concrete Protective Coatings:'''". <br />
<br />
'''(A4b1.1) Use note with weathering steel structures. '''<br />
<br />
:Temporary coating for concrete bents and piers (weathering steel) shall be applied on all concrete surfaces above the ground line or low water elevation on all abutments and intermediate bents in accordance with Sec 711. <br />
<br />
'''(A4b1.2) Use note with coating for concrete bents and piers either urethane or epoxy. '''<br />
<br />
:Protective coating for concrete bents and piers <u>(Urethane)</u> <u>(Epoxy)</u> shall be applied as shown on the bridge plans and in accordance with Sec 711. <br />
<br />
'''(A4b1.3) Use note when specified on Design Layout.'''<br />
<br />
:Concrete and masonry protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711. <br />
<br />
'''(A4b1.4) Use note when specified on Design Layout. '''<br />
<br />
:Sacrificial graffiti protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711.<br />
<br />
=== A5. Miscellaneous ===<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Miscellaneous:'''".<br />
<br />
'''(A5.1) Use the following note on all structures that contains non-redundant Fracture Critical Members (FCM).'''<br />
<br />
:This structure contains non-redundant Fracture Critical Members (FCM). FCM requirements shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''(A5.3) Use the following note on all jobs with high strength bolts.'''<br />
:High strength bolts, nuts and washers will be sampled for quality assurance as specified in Sec 106.<br />
<br />
'''(A5.4) Use the following note for structures having detached wing walls at end bents.'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the <u>Lt.</u> <u>Rt.</u> <u>both</u> detached wing wall<u>s</u> at End Bents No. <u> &nbsp; &nbsp; </u>&nbsp; <u>and</u> <u>No. &nbsp; &nbsp; </u>&nbsp;including the Class <u> &nbsp; </u>&nbsp;Excavation, <u>&nbsp; &nbsp; Pile</u>, [[#A5-notes|(1)]], Class <u>B</u> <u>B-1</u> Concrete (Substr.) [[#A5-notes|(2)]] and Reinforcing Steel (Bridges), will be considered completely covered by the contract unit price for these items.<br />
<br />
::{| style="margin: 1em auto 1em auto" align="left"<br />
|-<br />
|(1)||List all items used for the detached wing walls.<br />
|-<br />
|valign="top"|(2)|| For continuous concrete slab bridges, the detached wing walls could be either Class B or Class B-1. (For slab bridges with Class B spread footings, the detached wing walls might as well be Class B, otherwise, Class B-1 may be used.) Check with Project Manager.<br />
|}<br />
<br />
<div id="(A5.6)"></div><br />
<br />
'''(A5.6) <font color="purple">[MS Cell]</font color="purple"> Use the following note on all Concrete Superstructures where Precast Panels are used.'''<br />
:MoDOT Construction personnel will indicate the type of joint filler option used under the precast panels for this structure:<br />
:: □ Constant Joint Filler<br />
:: □ Variable Joint Filler<br />
<br />
== B. Estimated Quantities Notes ==<br />
<br />
<br />
=== B1. General ===<br />
<br />
<br />
==== B1a. Concrete ====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.1) (Use on steel structures only.)'''<br />
:All concrete above the lower construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.2) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Integral End Bents, notes B1.3, B1.4, and B1.5 (When bridge slab quantity using note B3.21 table, slab bid per sq. yd.) '''<br />
<br />
'''(B1.3) (Use on steel structures only.)'''<br />
:All concrete between the upper and lower construction joints in the end bents <u>(except detached wing walls) </u> is included in the Estimated Quantities for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.4) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> <u>and all reinforcement in cast-in-place pile at end bents</u> is included in the Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> <u>Concrete Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Intermediate Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.1)'''<br />
:All reinforcement in the intermediate bent concrete diaphragms except reinforcement embedded in the beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.2)'''<br />
:All concrete above the intermediate beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u></u>.<br />
<br />
<br />
'''Non-Integral End Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.3)'''<br />
:All reinforcement in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.4)'''<br />
:All concrete in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Semi-Deep Abutments'''<br />
<br />
'''(B1.6)'''<br />
:All concrete and reinforcing steel below top of slab and above construction joint in Semi-Deep Abutments is included in the Estimated Quantities for Slab on Semi-Deep Abutment.<br />
<br />
<div id="(B1.7)"></div><br />
'''End Bents with Expansion Device'''<br />
<br />
'''(B1.7)'''<br />
:Concrete above the upper construction joint in backwall at End Bent<u>s</u> No. <u> &nbsp; </u> &nbsp;is included with Class B-2 Concrete (Slab on <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>) Quantities.<br />
<br />
<br />
'''Sidewalk'''<br />
<br />
'''(B1.8)''' <br />
:All concrete and reinforcing steel in sidewalk will be considered completely covered by the contract unit price for Sidewalk (Bridges).<br />
<br />
<br />
'''Continuous Concrete Slab Bridge (Notes B1.9.1 thru B1.9.6)'''<br />
<br />
'''End Bents'''<br />
<br />
'''(B1.9.1)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.9.2)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Column Bents integral with slab'''<br />
<br />
'''(B1.9.3)'''<br />
:All concrete above construction joint between slab and columns in the intermediate bents is included with Superstructure Quantities.<br />
<br />
'''(B1.9.4)'''<br />
:All reinforcement in the intermediate bent columns is included with Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Pile Cap Bents integral with slab'''<br />
<br />
'''(B1.9.5)'''<br />
:All concrete in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
'''(B1.9.6)'''<br />
:All reinforcement in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
<div id="(B1.9.7) Use"></div><br />
<br />
==== B1b. Excavation, Sway Bracing====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.10) Use when total estimated excavation is less than 10 cubic yards (No "excavation" item in the Estimated Quantities).'''<br />
:Cost of any required excavation for bridge will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
'''Retaining Walls'''<br />
<br />
'''(B1.11)'''<br />
:No Class 1 Excavation will be paid for above lower limits of roadway excavation.<br />
<br />
<br />
'''Concrete Structures Having Sway Bracing on Load Bearing Piles'''<br />
<br />
'''(B1.12)'''<br />
:The cost of furnishing and installing steel sway bracing on piles at the intermediate bent<u>s</u> will be considered completely covered by the contract unit price for Fabricated Structural Carbon Steel (Misc.).<br />
<br />
<br />
'''Note to Detailer:'''<br/>For structures having steel sway bracing on piles, the weight of the bracing shall be shown under the substructure quantities.<br />
<br />
'''(B1.13)'''<br />
:Cost of cleaning and coating of bracing at intermediate bents will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
=== B2. Welded Wire Fabric ===<br />
<br />
<br />
'''Structures with Welded Wire Fabric'''<br />
<br />
'''(B2.4)'''<br />
:Weight of <u>6</u> x <u>6</u> - <u>W2.1</u> x <u>W2.1</u> welded wire fabric is included in Estimated Weight of Reinforcing Steel. (*)<br />
<br />
<br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|WELDED WIRE FABRIC WEIGHT<br />
|-<br />
!STYLE||SPACE||SIZE||LBS./100 SQ, FT.<br />
|-<br />
|6 x 6 - W2.1 x W2.1||6"||8 ga.||30<br />
|-<br />
|4 x 4 - W4 x W4||4"||4 ga.||85<br />
|}<br />
<br />
See CRSI Manual for other sizes.<br />
<br />
Table should not be shown on plans<br />
<br />
<br />
(*) Modify for type actually used. Show type on details where the fabric is shown.<br />
<br />
"W" denotes plain wire; the number following indicates cross sectional area in hundredths of a square inch. Deformed wire is denoted by the letter "D".<br />
<br />
=== B3. Estimated Quantities Tables ===<br />
<br />
<br />
==== B3a. Bridges ====<br />
<br />
'''(B3.1) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!rowspan="3" | &nbsp;||colspan="5" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Substr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Superstr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" |[[Image:751.50 circled 1.gif]] <math>\, \big\{</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right"|<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Type D Barrier <br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" rowspan="2"|[[Image:751.50 circled 2.gif]] <math>\, \Bigg\{</math><br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|}<br />
<br />
<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 1.gif]]||The following note shall be placed under the estimated quantities box when steel piles are used in Seismic Categories B, C & D.<br />
|}<br />
<div id="(B3.2)"></div><br />
'''(B3.2)'''<br />
:Cost of L4x4 ASTM A709 Grade 36 HP pile anchors and 3/4-inch diameter ASTM F3125 Grade A325 Type 1 bolts, complete in place, will be considered completely covered by the contract unit price for Galvanized Structural Steel Piles (<u>12 in.</u> <u>14 in.</u>).<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 2.gif]]||In special cases, entries are made to the quantities table by Construction personnel after plans are completed. When notes are placed too close to the bottom of this table, additional quantities cannot be entered efficiently. The request has been made that space be left for at least four (4) additional entries to the table before notes are placed on the plans.<br />
|}<br />
<br />
<br />
'''Place an <math>\, **</math> next to the transverse diamond grooving in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
'''(B3.7)'''<br />
:<math>\, **</math> MoDOT will allow, at the contractor's discretion, longitudinal or transverse diamond grooving of the surface of the concrete bridge deck.<br />
<br />
'''(B3.8) Place a * next to supplementary wearing surface material in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''*''' Supplementary wearing surface material will be paid for at the fixed unit price in accordance with Sec 109.<br />
<br />
'''(B3.9) Use for jobs with restrictive timelines including weekend only work. See Structural Project Manager or Structural Liaison Engineer. Place a ** next to total surface hydro demolition in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''**''' The minimum allowable water usage shall be 55 gallons per minute.<br />
<br />
==== B3b. Box Culverts====<br />
<br />
Estimated Quantities Table for Box Culverts<br />
<br />
The quantities table on box culvert plans should show an extra column to the right in the table that is labeled "Final Quantities". Estimated quantities should be inserted to the left of this column in the usual manner by the detailer as shown in the example below.<br />
<br />
The four extra spaces at the bottom of the table are not required as specified before.<br />
<br />
'''(B3.11) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="1" style="text-align:center; border:3px solid black" cellpadding="5" cellspacing="0"<br />
|-<br />
!width="300" colspan=2 |Estimated Quantities||width="100"|Final Quantities<br />
|-<br />
| align="left"| Class 4 Excavation||cu. yard||<br />
|-<br />
|align="left"|Class B-1 Concrete<br/>(Culverts-Bridge)'''*'''||cu. yard||<br />
|-<br />
|align="left"|Reinforcing Steel (Culverts- <br/> Bridge)'''*'''||pound||<br />
|}<br />
<br />
<math>\, *</math> Note to Detailer:<br />
:If distance from stream face of exterior wall to exterior wall is <math>\ge</math> 20' then should use (Culverts-Bridge) but if <math><</math> 20' should use (Culverts).<br />
<br />
==== B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Wearing Surfaces ====<br />
<br />
The following table is to be placed on the design plans under the table of estimated quantities.<br />
<br />
Use separate tables for multiple types of slabs on a structure. <br />
<div id="(B3.21)"></div><br />
'''(B3.21) <font color="purple">[MS Cell]</font color="purple"> Table of Slab Quantities'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities for<br/><u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u><br />
|-<br />
!colspan="2" width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class B-2 Concrete<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"|Reinforcing Steel (Epoxy Coated)<br />
|align="right" style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
Fill in the blank above and in note below with "'''Slab on Steel'''", "'''Slab on Concrete I-Girder'''", "'''Slab on Concrete Bulb-Tee Girder'''", "'''Slab on Concrete NU-Girder'''", "'''Slab on Semi-Deep Abutment'''", '''"Slab on Concrete Beam"''', '''"Slab on Concrete Adjacent Beam"''' or "'''Reinforced Concrete Wearing Surface'''". If transparent forms are required add “'''(with Transparent Forms)'''” to the end of the pay item.<br />
<br />
"'''Slab on Concrete Adjacent Beam'''" shall be used with double-tee girders and when specified on the Design Layout for solid slab beams, adjacent voided slab beams and adjacent box beams.<br />
<br />
Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate. Reinforcing steel shall be estimated to the nearest 10 pounds.<br />
<br />
'''(B3.22) '''<br />
:The table of Estimated Quantities for <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp; represents the quantities used by the State in preparing the cost estimate for concrete slabs. The area of the concrete slab will be measured to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of bridge slab (or with the horizontal dimensions as shown on the plan of slab). Payment for <u>prestressed panels,</u> <u>stay-in-place corrugated steel forms,</u> <u>transparent forms</u>, conventional forms, all concrete and epoxy coated reinforcing steel will be considered completely covered by the contract unit price for the slab. Variations may be encountered in the estimated quantities but the variations cannot be used for an adjustment in the contract unit price.<br />
<br />
'''(B3.23)'''<br />
:Method of forming the slab<u>s</u> shall be as shown on the plans and in accordance with Sec 703. All hardware for forming the slab to be left in place as a permanent part of the structure shall be coated in accordance with ASTM A123 or ASTM B633 with a thickness class SC 4 and a finish type I, II or III.<br />
<br />
'''(B3.24) Use note for optional forming. Conventional forms shall not be listed as an alternate when transparent forms are used.'''<br />
:Slab shall be cast-in-place with <u>transparent forms</u> <u>conventional forms or stay-in-place corrugated steel forms</u>. Precast prestressed panels will not be permitted.<br />
<br />
'''(B3.25) Use note when vibratory screeds are allowed for deck finishing. For guidance for allowing a vibratory screed, see [[751.10 General Superstructure#751.10.1.15 Deck Concrete Finishing|EPG 751.10.1.15 Deck Concrete Finishing]].'''<br />
<br />
:Bridge deck surface may be finished with a vibratory screed.<br />
<br />
'''Stay-In-Place Corrugated Steel Forms:'''<br />
<br />
'''(B3.30)'''<br />
:Corrugated steel forms, supports, closure elements and accessories shall be in accordance with grade requirement and coating designation G165 of ASTM A653. Complete shop drawings of the permanent steel deck forms shall be required in accordance with Sec 1080. <br />
<br />
'''(B3.31)'''<br />
:Corrugations of stay-in-place forms shall be filled with an expanded polystyrene material. The polystyrene material shall be placed in the forms with an adhesive in accordance with the manufacturer's recommendations.<br />
<br />
'''(B3.32)'''<br />
:Form sheets shall not rest directly on the top of <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges. Sheets shall be securely fastened to form supports with a minimum bearing length of one inch on each end. Form supports shall be placed in direct contact with the flange. Welding on or drilling holes in the <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges will not be permitted. All steel fabrication and construction shall be in accordance with Sec 1080 and 712. Certified field welders will not be required for welding of the form supports.<br />
<div id="(B3.33) Use"></div><br />
<br />
'''(B3.33) Use “4 psf” for form spans up to 10 feet beyond which a greater dead loading for form spans may need to be considered and used. '''<br />
:The design of stay-in-place corrugated steel forms is per manufacturer which shall be in accordance with Sec 703 for false work and forms. Maximum actual weight of corrugated steel forms allowed shall be 4 psf assumed for <u>girder</u> <u>beam</u> loading.<br />
<div id="(B3.34) Use this temporary note"></div><br />
'''(B3.34) Use this temporary note until further notice when more is learned about what contractor’s methods are proposed and approved by the engineer.'''<br />
:The contractor shall provide a method of preventing the direct contact of the stay-in-place forms and connection components with uncoated weathering steel members that is approved by the engineer.<br />
<br />
'''Stay-In-Place Transparent Forms:'''<br />
<br />
'''(B3.36)''' <br />
:See special provisions for transparent form requirements.<br />
<br />
'''(B3.37)'''<br />
:Maximum actual weight of transparent forms allowed shall be 5 psf assumed for girder beam loading.<br />
<br />
'''Precast Prestressed Panels:'''<br />
<br />
'''(B3.40) Use for skewed structures.'''<br />
:The Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> are based on skewed precast prestressed end panels.<br />
<br />
'''(B3.41) Use for concrete structures.'''<br />
:Class B-2 Concrete quantity is based on minimum top flange thickness and minimum joint material thickness.<br />
<br />
'''(B3.42)'''<br />
:The prestressed panel quantities are not included in the table of Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u>.<br />
<br />
==== B3d. Asphalt Wearing Surfaces ====<br />
<br />
'''(B3.50) <font color="purple">[MS Cell]</font color="purple"> Place following table and note near the Estimated Quantities table on the design plans for optional asphaltic concrete wearing surface as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface and binder type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Asphaltic<br/>Concrete Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br/>with Asphalt Binder Type<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 76-22<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BLP Mix with PG 76-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|SP125CLP Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" colspan="3"|MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
|}<br />
<br />
{|<br />
|valign="top"|<math>\, *</math><br />
|'''Guidance for Detailing:''' The "SP" designates a superpave mixture; the "125" indicates the nominal mixture aggregate size is 12.5 mm, "B" or "C" indicates the design level, the "SM" indicates Stone Mastic Asphalt, and the "LP" indicates the mixture contains limestone/porphyry. See the Bridge Memorandum for the type of Superpave mixture required.<br />
|-<br />
|&nbsp;<br />
|See the Bridge Memorandum for the asphalt binder required.<br />
|}<br />
<br />
<br />
'''Place next three notes under the Estimated Quantities table if B3.50 is not required, otherwise place under B3.50.'''<br />
<br />
'''(B3.53) The first sentence is not required if B3.50 is not required.'''<br />
:<u>The contractor shall select one of the optional asphaltic concrete wearing surfaces listed in the table.</u> The mixture shall be in accordance with Sec 403 and produced in accordance with Sec 404.<br />
<br />
'''(B3.54)'''<br />
:The area of the asphaltic concrete wearing surface will be measured and computed to the nearest square yard. This area will be measured transversely from out to out of wearing surface and longitudinally from end of slab to end of slab.<br />
<br />
'''(B3.56)'''<br />
:Payment for Optional Asphaltic Concrete Wearing Surface will be considered completely covered by the contract unit price per square yard.<br />
<br />
'''(B3.60) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the Estimated Quantities table on the design plans for optional ultrathin bonded asphalt wearing surfaces as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Ultrathin Bonded Asphalt Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type A<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type B<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|Type C<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
<br />
:MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
:The contractor shall select one of the optional ultrathin bonded asphalt wearing surfaces listed in the table.<br />
<br />
== C. Reinforcing Steel Notes ==<br />
<br />
<br />
=== C1. Bill of Reinforcing Steel ===<br />
<br />
Place the following notes below or near the "'''Bill of Reinforcing Steel'''" when appropriate.<br />
<br />
'''(C1.1) Same marks used for unlike bars on different units.'''<br />
:Bars in the above units are to be billed and tagged separately.<br />
<br />
'''(C1.2) Incomplete bill (Or bill for different units placed on different sheets).'''<br />
:See Sheet No. <u> &nbsp; &nbsp; </u> &nbsp; for bill of reinforcing steel for <u> &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
<br />
'''Notes for Bill of Reinforcing Steel (BILL) Bridge Standard Drawings'''<br />
<br />
'''(C1.3)'''<br />
:All dimensions are out to out.<br />
<br />
'''(C1.4)'''<br />
:Shapes ending with an S shall be bent in accordance with stirrup pin bend shapes.<br />
<br />
'''(C1.5)'''<br />
:Unless otherwise noted, finished bending diameter D is the same for all bends of a shape.<br />
<br />
'''(C1.6)'''<br />
:Four angle or channel spacers are required for each column spiral. Spacers are to be placed on inside of spirals. Length and weight of column spirals do not include splices or spacers.<br />
<br />
'''(C1.7)'''<br />
:Nominal lengths are based on out to out dimensions shown in bending diagrams and are listed to the nearest inch for fabricators use. Actual lengths are measured along centerline bar to the nearest inch. Weights are based on actual lengths.<br />
<br />
'''(C1.8)'''<br />
:V = Sets of varied bars and number of bars in each length. Bar dimensions vary in equal increments between dimensions shown on this line and the following line and the actual length dimension shown on this line and the following line vary by the specified increment.<br />
<br />
'''(C1.9) Use ASTM A706 for new bridges in seismic categories B, C & D. Use ASTM A615 for all other structures and rehabs.'''<br />
:Reinforcing steel (ASTM <u>A615</u> <u>A706</u> Grade 60) fy = 60,000 psi<br />
<br />
'''(C1.20) Use with galvanized reinforcement. Place below Reinforcing Steel Totals table on bill of reinforcing steel sheet in plans.'''<br />
:Products used to repair damaged zinc coating shall not contain aluminum.<br />
<br />
=== C2. Prestressed Girders, Beams & Panels ===<br />
<br />
'''C2a. Notes for Girders, Beams and Panels'''<br />
<br />
Place the C2a notes below or near the table "'''Bill of Reinforcing Steel - Each <u>Girder</u> <u>Beam</u>'''" or under the heading "'''Reinforcing Steel'''" when appropriate. <br />
<br />
'''(C2a.1) Use underlined portion when bending diagrams are detailed as such.'''<br />
:All dimensions are out to out. <u>Use symmetry for dimensions not shown.</u> <br />
<br />
'''(C2a.2) '''<br />
:Hooks and bends shall be in accordance with the CRSI Manual of Standard Practice for Detailing Reinforced Concrete Structures, Stirrup and Tie Dimensions. <br />
<br />
'''C2b. Additional Notes for Prestressed Girders and Beams '''<br />
<br />
Place the C2b notes below the C2a notes. <br />
<br />
'''(C2b.1) Use for all girders and beams except double-tee girders. Underlined part only required for WWR reinforced NU-girders, box beams and voided slab beams. '''<br />
:Minimum clearance to reinforcing shall be 1" <u>unless otherwise shown</u>. <br />
<br />
'''(C2b.2) Use only for double-tee girders. Add <u>and U2 bar</u> for skewed structures only. '''<br />
:Minimum clearance to reinforcing shall be 1", except for 4 x 4 - W4 x W4 <u>and U2 bar</u>. <br />
<br />
'''(C2b.3)''' <br />
:Actual bar lengths are measured along centerline of bar to the nearest inch. <br />
<br />
'''(C2b.10) Add <u>bar</u> for NU-girders and Double T. '''<br />
:All <u>bar</u> reinforcement shall be ASTM A615 or A706 Grade 60. <br />
<br />
'''(C2b.20) Use only for I-girders, bulb-tee girders and alternate bar reinforced NU-girders. '''<br />
:The two D1 bars may be furnished as one bar at the fabricator's option. <br />
<br />
'''(C2b.30) Use for all girders except WWR reinforced NU-girders and double-tee girders. Add <u>and C1</u> for bulb-tee girders only. Most likely will need to add more bars if girder steps exist. '''<br />
<br />
:All B1 <u>and C1</u> bars shall be epoxy coated. <br />
<br />
'''(C2b.31) Use only for WWR reinforced NU-girders'''<br />
:WWR shall not be epoxy coated. <br />
<br />
'''(C2b.32) Use only for double-tee girders. '''<br />
:All S and U reinforcing bars shall be epoxy coated. <br />
<br />
'''(C2b.33) Use only for spread and adjacent beams.'''<br />
:All S2 bars shall be epoxy coated.<br />
<br />
'''C2c. Additional Notes for Prestressed Panels '''<br />
<br />
Place the C2c notes below the C2a notes. <br />
<br />
'''(C2c.1) '''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown. <br />
<br />
'''(C2c.2) '''<br />
:If U1 bars interfere with placement of slab steel, U1 loops may be bent over, as necessary, to clear slab steel. <br />
<br />
'''(C2c.3) '''<br />
:Deformed welded wire reinforcement (WWR) providing a minimum area of reinforcing perpendicular to strands of 0.22 sq in./ft, with spacing parallel to strands sufficient to ensure proper handling, may be used in lieu of the #3-P2 bars shown. Wire diameter shall not be larger than 0.375 inch. The above alternative reinforcement criteria may be used in lieu of the #3-P3 bars, when required, and placed over a width not less than 2 feet. <br />
<br />
'''(C2c.4) '''<br />
:The following reinforcing steel shall be tied securely to the strands with the following maximum spacing in each direction: <br />
:: #3-P2 bars at 16 inches. <br />
::WWR at 24 inches. <br />
<br />
'''(C2c.5) '''<br />
:The #3-U1 bars shall be tied securely to #3-P2 bars, to WWR or to strands (when placed between P1 bars) at about 3-foot centers. <br />
<br />
'''(C2c.6) '''<br />
:Minimum reinforcement steel length shall be 2'-0".<br />
<br />
== D. Temporary Bridge (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== D1. General ===<br />
<br />
Place the following notes on the front sheet.<br />
<br />
'''(D1.1) Place in General Notes on the front sheet under the heading “Timber:”. '''<br />
:All timber shall be standard rough sawn. At the contractor's option, timber may be untreated or protected with commercially applied timber preservatives. All timber shall have a minimum strength of 1500 psi and shall be either douglas fir in accordance with paragraph 123B (MC-19), 124B (MC-19) and 130BB of the current edition of Standard Grading Rules for West Coast Lumber, southern pine in accordance with paragraphs 312 (MC-19), 342 (MC-19) and 405.1 of the current edition of Southern Pine Inspection Bureau Grading Rules, or a satisfactory grade of sound native oak.<br />
<br />
'''(D1.2) Use for bolts and studs: '''<br />
<br />
:(D1.2a) All bolts shall be ASTM F3125 Grade A325 Type <u>3,</u> except as noted. <br />
<br />
:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
<br />
'''(D1.3) Place in General Notes on the front sheet under the heading “Miscellaneous:”. '''<br />
:The superstructure <u>only</u> <u>and cap beam units</u> will be provided by the State and shall be transported from <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;Maintenance Lot. The superstructure shall be returned and stored at the same location as designated by the engineer after Bridge No. <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;is open to traffic.<br />
<br />
'''(D1.4) Place in General Notes on the front sheet under the heading “Structural Steel:”. '''<br />
:All structural steel shall be ASTM A709 Grade 50W except piles, sway bracing, thrie beam rail assembly and structural tubing. Structural tubing coating shall be in accordance with Sec 718.<br />
<br />
'''(D1.5) Place in General Notes on the front sheet under the heading “Substructure:”. '''<br />
:All substructure items specified in Sec 718.3.1 except for the <u>pile point reinforcement and</u> sway bracing will be considered completely covered by the contract unit price for Structural Steel Piles (14 in.). <br />
<br />
'''(D1.11) Place with shim plate details on the bent sheet.'''<br />
:Shim plates may be used between pile and channel at the end bents or angle at the intermediate bents. Shim plates may vary in thickness from 1/16 inch to thickness required.<br />
<br />
'''(D1.21) Place near half section of bridge flooring on the superstructure sheet.'''<br />
:Steel bridge flooring shall be Foster 5-Inch RB 8.2M open steel bridge flooring or equivalent. Trim bars shall be required at the sides and ends of each 39'-10 1/2" unit. <br />
<br />
'''(D1.22) ''' <br />
:Note: Field connections shall be made with 7/8"ø ASTM F3125 Grade A325 Type 3 bolts and 1 1/16"ø holes, except as noted. <br />
<br />
'''(D1.23) Place near details of U-bolts lifting device on the superstructure sheet.'''<br />
:U-bolts lifting device shall be on the inside top flange at both ends of each exterior beam of each unit. U-bolts shall be removed during the time the bridge is open to traffic. Position of the U-bolts may be shifted slightly to miss the bars in the flooring.<br />
<br />
== E. General Elevation and Plan Notes ==<br />
<br />
<br />
=== E1. Excavation and Fill ===<br />
<br />
'''(E1.1) Use when specified on the Design Layout.''' <br />
:Existing roadway fill under the ends of the bridge shall be removed as shown. Removal of existing roadway fill will be considered completely covered by the contract unit price for roadway excavation.<br />
<br />
'''Use one of the following two notes where MSE walls support abutment fill.'''<br />
<br />
'''(E1.2a) <font color="purple">[MS Cell]</font color="purple"> Use when pipe pile spacers are shown on plan details and bridge is 200 feet long or shorter. Add “See special provisions” to the pipe pile spacer callout and add table near the callout.'''<br />
<br />
See special provisions.<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!style="background:#BEBEBE" width="200"| Pile Encasement !!style="background:#BEBEBE"|Option Used<br/>(√)<br />
|-<br />
|Pipe Pile Spacer ||<br />
|-<br />
|Pile Jacket ||<br />
|}<br />
</center><br />
<br />
MoDOT Construction personnel will indicate the pile encasement used.<br />
<br />
'''(E1.2b) Use note when pipe pile spacers are shown on plan details for HP12, HP14, CIP 14” and CIP 16” piles and bridge is longer than 200 feet. For larger CIP pile size modify following note and use minimum 6” larger pipe pile spacer diameter than CIP pile.'''<br />
<br />
The pipe pile spacers shall have an inside diameter equal to <u>24</u> inches.<br />
<br />
'''(E1.4) Use for fill at pile cap end bents. Use the first underlined portion when MSE walls are present. Use <u>approach</u> for semi-deep abutments.'''<br />
:Roadway fill<u>, exclusive of Select Granular Backfill for Structural Systems,</u> shall be completed to the final roadway section and up to the elevation of the bottom of the concrete <u>approach</u> beam within the limits of the structure and for not less than 25 feet in back of the fill face of the end bents before any piles are driven for any bents falling within the embankment section.<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
<br />
=== E3. Miscellaneous ===<br />
<br />
'''(E3.1) Horizontal curves (Bridges not of box culvert type)'''<br />
:<u>All bents are parallel.</u><br />
<br />
<div id="Boring Data"></div><br />
'''Boring Data'''<br />
<br />
'''(E3.2) <font color="purple">[MS Cell]</font color="purple"> (Place on Front Sheet of the plans when boring data is provided for bridges, retaining walls, MSE walls and any other structure.)'''<br />
:[[Image:751.50 E3.2 boring.jpg|12px]] Indicates location of borings.<br/>'''Notice and Disclaimer Regarding Boring Log Data'''<br/>The locations of all subsurface borings for this structure are shown on the plan sheet(s) for this structure. The boring data for all locations indicated, as well as any other boring logs or other factual records of subsurface data and investigations performed by the department for the design of the project, are shown on Sheet(s) No.___ and may be included in the Electronic Bridge Deliverables. They will also be available from the Project Contact upon written request. No greater significance or weight should be given to the boring data depicted on the plan sheets than is given to the subsurface data available from the district or elsewhere.<br/>&nbsp;<br/>The Commission does not represent or warrant that any such boring data accurately depicts the conditions to be encountered in constructing this project. A contractor assumes all risks it may encounter in basing its bid prices, time or schedule of performance on the boring data depicted here or those available from the district, or on any other documentation not expressly warranted, which the contractor may obtain from the Commission.<br />
<br />
'''(E3.4) (Place on the Boring Data Sheet)'''<br />
:For location of borings see Sheet(s) No. <u> &nbsp; </u>.<br />
<div id="Final clearance - Bridges over Railroads"></div><br />
'''Final clearance - Bridges over Railroads'''<br />
<br />
'''(E3.5) In the general elevation detail, the vertical clearance dimension callout shall be the following asterisked note placed near the detail. '''<br />
<br />
: <math>\, *</math> Final vertical clearance from top of rails to bottom of superstructure shall be <u> &nbsp; (1) &nbsp;</u> minimum. Track elevations should be verified in the field prior to construction to determine if the final vertical clearance shown will be obtained.<br />
::(1) Required clearance specified on the Bridge Memorandum.<br />
<br />
'''Seal Course (Use the following notes when Seal Course is specified on the Design Layout.)'''<br />
<br />
'''(E3.6)'''<br />
:Seal course is designed for a water elevation of <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E3.7)'''<br />
:If the seal course is omitted, by the approval of the engineer, bottom of footing shall be placed at the elevation shown on the plans.<br />
<br />
<div id="Bar placement in slabs"></div><br />
'''Bar placement in slabs''' (Notes E3.8 – E3.9)<br />
<br />
'''Guidance Notes for Detailing:''' Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting. <br />
<br />
'''(E3.8) Use note with detail drawing indicating which bars are to be shifted.'''<br />
:Contractor may shift or swap bars as needed to tie R4 bar in barrier (4” min. bar spacing).<br />
<br />
'''(E3.9) Use note with detail drawing to indicate top edge longitudinal slab bar only.'''<br />
:Contractor may shift bar as needed to tie R3 bar in barrier.<br />
<br />
== F. Blank ==<br />
<br />
<br />
== G. Substructure Notes ==<br />
<br />
<br />
=== G1. Concrete Bents ===<br />
<br />
'''Expansion Device at End Bents (G1.1 and G1.1.1)'''<br />
<br />
'''(G1.1)'''<br />
:Top of backwall for end Bent<u>s</u> No. <u> &nbsp; &nbsp; </u>&nbsp; shall be formed to the crown and grade of the roadway. Backwall above upper construction joint<u>s</u> shall not be poured until the superstructure slab has been poured in the adjacent span.<br />
<br />
'''(G1.1.1)'''<br />
:All concrete above the upper construction joint in backwall shall be Class B-2.<br />
<br />
<br />
'''Abutments with Flared Wings'''<br />
<br />
'''(G1.2)'''<br />
:Longitudinal dimensions shown for bar spacing in the developed elevations are measured along front face of abutments.<br />
<br />
<br />
'''Stub Bents (G1.3 and G1.4) '''<br />
<br />
'''(G1.3)'''<br />
:<u>Barrier</u>, <u>parapets</u> <u>and</u> <u>end post</u> shall not be poured until the slab has been poured in the adjacent span.<br />
<br />
<br />
'''(G1.4) Use when embedded in rock or on a footing.'''<br />
:Rock shall be excavated to provide at least 6" of earth under the <u>beam and wings.</u><br />
<br />
<br />
'''End Bents with Turned-Back Wings (G1.5 and G1.6)'''<br />
<br />
'''(G1.5) Use for Non-Integral End Bents only.'''<br />
:Field bending shall be required when necessary at the wings for #<u> &nbsp; </u>-H<u> &nbsp; </u>&nbsp;bars in the backwalls for skewed structures and for #<u> &nbsp; </u>-F<u> &nbsp; </u>&nbsp;bars in the wings for the slope of the wing.<br />
<br />
'''(G1.6) Add to sheet showing the typical section thru wing detail.'''<br />
:For reinforcement of the barrier, see Sheet No. <u> &nbsp; &nbsp; </u> (1).<br />
<br />
::(1) Use sheet number of the details of the barrier at end bents.<br />
<br />
<br />
'''Integral End Bents (G1.7 thru G1.10)'''<br />
<br />
'''(G1.7) Place with part plan of end bent, second F bar required for skewed bents. '''<br />
:The #6-F___ <u>and #6-F &nbsp; </u> bars shall be bent in the field to clear <u>beams</u> <u>girders</u>. <br />
<div id="(G1.7.1) Use for skewed bents."></div><br />
<br />
'''(G1.7.1) Use for skewed bents. Place with plan of beam showing reinforcement and part plan of end bent, V bars not required with part plan of end bent. '''<br />
:The U bars <u>and pairs of V bars</u> shall be placed parallel to centerline of roadway.<br />
<br />
'''(G1.8) Place with part plan of end bent.'''<br />
:All concrete in the end bent above top of beam and below top of slab shall be Class B-2.<br />
<br />
'''P/S Structures (G1.9 and G1.9.1). place with part plan of end bent.'''<br />
<br />
'''(G1.9) '''<br />
:Strands at end of the <u>girders</u> <u>beams</u> shall be field bent or, if necessary, cut in field to maintain 1 1/2-inch minimum clearance to fill face of end bent.<br />
<div id="(G1.9.1)"></div><br />
'''(G1.9.1) Use appropriate girder sheet number. '''<br />
:For location of coil tie rods and #5-H__(strand tie bar), see Sheet No.___.<br />
<br />
'''(G1.10) Use for steel structures without steel diaphragms at end bents.'''<br />
:Concrete diaphragms at the integral end bents shall be poured a minimum of 12 hours before the slab is poured.<br />
<br />
<br />
'''Semi-Deep Abutments (G1.11 thru G1.13) Place near the ground line and piling in abutment detail. This detail and notes can be placed with abutment details or near the foundation table.'''<br />
<br />
'''(G1.11)'''<br />
:Earth within abutment shall not be above the ground line shown . Forms supporting the abutment slab may be left in place. <br />
<br />
<br />
'''(G1.12)'''<br />
:The maximum variation of the head of the pile and the battered face of the pile from the position shown shall be no more than 2 inches.<br />
<br />
<br />
'''(G1.13)'''<br />
:Exposed <u>steel piles</u> <u>steel pile shells</u> within the abutment shall be coated with a heavy coating of an approved bituminous paint.<br />
<br />
<div id="All Substructure Sheets with Anchor Bolts"></div><br />
<br />
'''All Substructure Sheets with Anchor Bolts'''<br />
<br />
'''(G1.15A)'''<br />
:Reinforcing steel shall be shifted to clear anchor bolt wells by at least 1/2".<br />
<br />
'''(G1.15B) Use unless only anchor bolt wells are preferred, i.e. uplift, congested reinforcement, etc. '''<br />
<br />
:Holes for anchor bolts may be drilled into the substructure. <br />
<br />
<br />
'''Beam/Girder Chairs (G1.16 thru G1.19). Notes G1.16 and G1.17 shall be placed near chair details. '''<br />
<div id="(G1.16)"></div><br />
'''(G1.16)'''<br />
:Cost of furnishing, fabricating and installing chairs will be considered completely covered by the contract unit price for <u>(a)</u>.<br />
<center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|+ <br />
! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |(a) <br />
|-<br />
|align="left" width="230"|Structures without steel beam or girder pay item ||align="left" width="230"|Fabricated Structural Carbon Steel (Misc.)<br />
|-<br />
|align="left"|Structures with steel beam or girder pay item|| align="left"|Use beam or girder pay item<br />
|}<br />
||<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|-<br />
|width="250" align="left"|When there is no steel beam or girder pay item, the miscellaneous steel for the chair is a substructure pay item and should also be included in the bent substructure quantity box<br />
|}<br />
|}<br />
<br />
</center><br />
'''(G1.17) Use for P/S structures and for steel structures when the chair material is not the pay item material. '''<br />
:Steel for chairs shall be ASTM A709 Grade 36.<br />
<br />
'''(G1.18) Use for structures with steel beam or girder pay items. Place below the substructure quantity box of all bents with chairs using the same pay item for (a) as used in Note G1.16. '''<br />
<br />
:The weight of <u> &nbsp;</u> pounds of chairs is included in the weight of (a). <br />
<br />
'''(G1.19) Place with the other bent notes. Second sentence is required when the chair details are located with other bent details. '''<br />
<br />
Reinforcing steel shall be shifted to clear chairs. <u>For details of chairs, see Sheet No. &nbsp; </u>. <br />
<br />
'''Pile Cap Bents. '''<br />
<br />
'''(G1.20) Place with plan showing reinforcement.'''<br />
:Reinforcing steel shall be shifted to clear piles. U bars shall clear piles by at least 1 1/2 inches. <br />
<br />
'''Vertical Drains at End Bents.''' <br />
<br />
'''(G1.25) Place with part plan of end bent. '''<br />
:For details of vertical drain at end bent, see Sheet No.___. <br />
<br />
'''Bridge Approach Slab. '''<br />
<br />
'''(G1.30) Place with part plan of end bent.'''<br />
:For details of bridge approach slab, see Sheet No.___.<br />
<br />
<br />
'''Miscellaneous'''<br />
<br />
'''(G1.40) Use the following note at all fixed intermediate bents on prestressed girder bridges with steps of 2" or more. Place with plan of beam.'''<br />
:For steps 2 inches or more, use 2 1/4 x 1/2 inch joint filler up vertical face.<br />
<br />
'''(G1.41a) Use the following note when vertical column steel is hooked into the bent beam for seismic category A.''' <br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G1.41b) Use the following note when vertical column steel is hooked into the bent beam for seismic category B, C or D. '''<br />
:The hooks of vertical bars embedded in the beam cap shall not be turned outward, away from the column core.<br />
<br />
'''(G1.42) Place the following note on plans when using Optional Section for Column-Web beam joints.'''<br />
:At the contractor's option, the details shown in optional Section __-__ may be used for column-web beam or tie beam at intermediate Bent No. <u>&nbsp;&nbsp;</u>. No additional payment will be made for this substitution.<br />
<br />
'''(G1.43) Place the following note on plans when you have adjoining twin bridges.'''<br />
:Preformed compression joint seal shall be in accordance with Sec 717. Payment will be considered completely covered by the contract unit price for other items included in the contract.<br />
<br />
'''(G1.44) Use with column closed circular stirrup/tie bar detail.''' <br />
:Minimum lap ____ (Stagger adjacent bar splices)<br />
<br />
'''(G1.45) Use when mechanical bar splices (MBS) are to be specified on the plans for column and drilled shaft vertical reinforcement.'''<br />
: When contractor uses MBS for <u>column</u> <u>and</u> <u>drilled shaft</u> vertical reinforcement, contractor shall increase diameter of stirrup bars and seismic bars (spiral/hoop) as needed at the MBS locations. No additional payment will be made for this adjustment. Stirrup bars and seismic bars shall not be shifted to create large gaps to avoid MBS.<br />
<br />
=== G2. Deadman Anchors ===<br />
<br />
'''(<math>\, *</math>) Size of rod.'''<br />
<br />
'''(G2.1)'''<br />
:Construction sequence:<br />
<br />
'''(G2.2)'''<br />
:Construct end bent with anchor tees in place.<br />
<br />
'''(G2.3)'''<br />
:Construct deadman with anchor tees in place.<br />
<br />
'''(G2.4)'''<br />
:Machine compact fill up to elevation of <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.5)'''<br />
:Install <u>(*)</u>"&oslash; rod, clevis and turnbuckle assembly.<br />
<br />
'''(G2.6)'''<br />
:Tighten turnbuckle until snug.<br />
<br />
'''(G2.7)'''<br />
:Hand compact fill for 12" (min.) over <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.8)'''<br />
:Machine compact remaining fill.<br />
<br />
'''(G2.9)'''<br />
:All anchor tees, rods, clevises, turnbuckles, etc. shall be fabricated from ASTM A709 Grade 36, ASTM A668 Class F or equivalent steel and galvanized in accordance with Sec 1081. Shop drawings will not be required. All concrete shall be Class B. All reinforcing steel shall be Grade 60.<br />
<br />
'''(G2.10)'''<br />
:All metal members of the anchorage system not embedded in concrete shall be cleaned and receive a heavy coating of an approved bituminous paint.<br />
<br />
'''(G2.11)'''<br />
:Fine aggregate shall be in accordance with Sec 1005 and shall be placed below and above the rod and turnbuckles.<br />
<br />
'''(G2.12)'''<br />
:Payment for all materials, excavation, backfill and any other incidental work necessary to complete the Deadman Anchorage Assembly will be considered completely covered by the contract unit price per each.<br />
<br />
'''(G2.13)'''<br />
:Note: Reinforcing steel lengths are based on nominal lengths, out to out.<br />
<br />
=== G3. Vertical Drain at End Bent (Notes for Bridge Standard Drawings)===<br />
<br />
'''(G3.0) '''<br />
:All drain pipe shall be sloped 1 to 2 percent.<br />
<br />
'''(G3.1)'''<br />
:Drain pipe may be either 6-inch diameter corrugated metallic-coated steel pipe underdrain, 4-inch diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4-inch diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
'''(G3.2)'''<br />
:Drain pipe shall be placed at fill face of end bent and inside face of wings. The pipe shall slope to lowest grade of ground line, also missing the lower beam of end bent by a minimum of 1 1/2 inches. <br />
<br />
'''(G3.3)'''<br />
:Perforated pipe shall be placed at fill face side and inside face of wings at the bottom of end bent and plain pipe shall be used where the vertical drain ends to the exit at ground line.<br />
<br />
=== G4. Substructure Quantity Table ===<br />
<br />
'''(G4.1) <font color="purple">[MS Cell]</font color="purple">''' Place substructure quantity table on right side of substructure bent sheet.<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Quantity<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
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!colspan="3"|Items shown are for example only, use actual items and quantities for each bent.<br />
|}<br />
<br />
'''(G4.2)'''<br />
:These quantities are included in the estimated quantities table on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
'''Drilled Shafts'''<br />
<br />
'''(G4.3) '''<br />
:All reinforcement in drilled shafts and rock sockets is included in the substructure quantities.<br />
<br />
<br />
=== G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)===<br />
<br />
<br />
====G5a Closed Ended Cast-in Place (CECIP) Concrete Pile====<br />
<br />
'''(G5a1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5a2)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5a3)'''<br />
:Steel for closure plate shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a4)'''<br />
:Steel for cruciform pile point reinforcement shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a5)'''<br />
:Steel casting for conical pile point reinforcement shall be ASTM A148 Grade 90-60.<br />
<br />
'''(G5a6)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness. <br />
<br />
'''(G5a7)'''<br />
:Closure plate shall not project beyond the outside diameter of the pipe pile. Satisfactory weldments may be made by beveling tip end of pipe or by use of inside backing rings. In either case, proper gaps shall be used to obtain weld penetration full thickness of pipe. Payment for furnishing and installing closure plate will be considered completely covered by the contract unit price for Galvanized Cast-In-Place Concrete Piles.<br />
<br />
'''(G5a8)'''<br />
:Splices of pipe for cast-in-place concrete pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length.<br />
<br />
'''(G5a9a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5a9b) Use the following note for seismic category B, C or D '''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5a10)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5a11)''' <br />
:Closure plate need not be galvanized. <br />
<br />
'''(G5a12) '''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel. <br />
<br />
'''(G5a13) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents.'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5a14) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5a15)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
====G5b Open Ended Cast-in Place (OECIP) Concrete Pile====<br />
<br />
'''(G5b1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5b2)'''<br />
:Open ended pile shall be augered out to the minimum pile cleanout penetration elevation and filled with Class B-1 concrete.<br />
<br />
'''(G5b3)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5b4)'''<br />
:Steel casting for open ended cutting shoe pile point reinforcement shall be <u>ASTM A148 Grade 90-60</u>.<br />
<br />
'''(G5b5)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness.<br />
<br />
'''(G5b6)'''<br />
:Splices of pipe for cast-in-place pipe pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length. <br />
<br />
'''(G5b7a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5b7b) Use the following note for seismic category B, C or D'''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5b8)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5b9)'''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel.<br />
<br />
'''(G5b10) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5b11) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5b12)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
===G6. As-Built Pile and Drilled Shaft Data=== <br />
<br />
'''(G6.1) Include A, B and C with all pile types. Include D and E along with bracketed guidance when piles are being dynamic tested.''' <br />
<br />
:Indicate in remarks column:<br />
<br />
:A. Pile type and grade<br />
<br />
:B. Batter<br />
<br />
:C. Driven to practical refusal<br />
<br />
:D. PDA test pile<br />
<br />
:E. Minimum tip elevation controlled<br />
<br />
:(Use when actual blow count is less than PDA blow count due to minimum tip elevation requirement. A plus sign (+) shall be placed after the PDA nominal axial compressive resistance value indicating actual value is higher than PDA value.)<br />
<br />
'''(G6.2) Use this note when only drilled shafts are shown on the sheet. '''<br />
<br />
:Indicate remarks in the remarks column.<br />
<br />
'''(G6.3) '''<br />
<br />
:This sheet to be completed by MoDOT construction personnel.<br />
<br />
===G7. Steel HP Pile===<br />
<br />
'''(G7.1) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Splice Detail - Galvanized.'''<br />
:Galvanizing material shall be omitted or removed one inch clear of weld locations in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702].<br />
<br />
'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
<div id="(G7.4) (Use the following note"></div><br />
'''(G7.3) Use on all plans where HP piles are anticipated to be driven to refusal on rock at any depth.'''<br />
<br />
:HP piles are anticipated to be driven to refusal on rock. Review all borings for depth of rock and restrict driving as appropriate to comply with hard rock driving criteria in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702]. When pile refusal on rock occurs, as approved by the engineer, the minimum nominal axial compressive resistance is verified and no additional pile driving verification method is required.<br />
<br />
===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with Sec 701.<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
<br />
== H. Superstructure Notes ==<br />
<br />
<br />
=== H1. Steel ===<br />
<br />
'''Plate Girders - (Shop welding)'''<br />
<br />
'''(H1.1) To be used only with the permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop flange splice by extending the heavier flange plate and providing approved modifications of details at field flange splices and elsewhere as required. All cost of any required design, plan revisions or re-checking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on Design Plans.<br />
<br />
<br />
'''Welded Shop Splices'''<br />
<br />
'''(H1.1.1) Place near Welded Shop Splice Details.'''<br />
:Welded shop web and flange splices may be permitted when detailed on the shop drawings and approved by the engineer. No additional payment will be made for optional welded shop web and flange splices.<br />
<div id="(H1.2)"></div><br />
'''(H1.2) Use for the welded connection of intermediate web stiffener to compression flange. Use for the welded connection of intermediate diaphragm connection plate to compression flange when bolted connection detail is used for tension flange.'''<br />
:(3) Weld to compression flange as located on Elevation of Girder. <br />
<br />
<div id="(H1.3) Add to note (H1.2)"></div><br />
<br />
'''(H1.3) Add to note (H1.2), only when girders are built up with A514 or A517 steel flanges. Caution: Using this note means that these structural steels are already on the system. Any new construction using these structural steels requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.'''<br />
<br />
:Intermediate web stiffeners shall not be welded to plates of A514 or A517 steel.<br />
<br />
<br />
'''Plate Girders with Camber'''<br />
<br />
'''(H1.4) Place near the elevation of girder.'''<br />
:Plate girders shall be fabricated to be in accordance with the camber diagram shown on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Detail Camber Diagram with note (H1.5), Dead Load Deflection Diagram with notes (H1.6) and (H1.6.1), and Theoretical Slab Haunch with note (H1.7).'''<br />
<br />
'''(H1.5)'''<br />
:Camber includes allowance for <u>vertical curve,</u> <u>superelevation transition,</u> <u>and for</u> dead load deflection due to concrete slab, barrier, <u>asphalt,</u> <u>concrete wearing surface</u> and structural steel.<br />
<br />
'''(H1.6)'''<br />
:<u>&nbsp;&nbsp;</u>% of dead load deflection is due to the weight of structural steel.<br />
<br />
'''(H1.6.1)'''<br />
:Dead load deflection includes weight of structural steel, concrete slab, and barrier.<br />
<br />
<br />
'''(H1.7)'''<br />
:'''*''' Dimension (bottom of slab to top of web) may vary if the girder camber after erection differs from plan camber by more or less than the % of Dead Load Deflection due to weight of structural steel. No payment will be made for any adjustment in forming or additional concrete required for variation in haunching.<br />
<br />
'''Note:''' Increase the haunch by 1/2"&plusmn; more than what is required to make one size shear connector work for both the CIP and the SIP options.<br />
<br />
<br />
'''Bolted Field Splices for Plate Girders and Wide Flange Beams use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel.'''<br />
<br />
'''Place the following notes near detail of bolted field splice:'''<br />
<div id="(H1.8) Include underline"></div><br />
'''(H1.8) Include underline portion for Class C or D faying surfaces. Class B is standard and included in Spec Book 1081.10.3.10.1.'''<br />
<br />
:Contact surfaces shall be in accordance with Sec 1081 for surface preparation. <u>The surface condition factor shall be for Class</u> <u>C</u> <u>D</u> <u>with coefficient of</u> <u>0.30.</u> <u>0.45.</u><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' MoDOT typically uses Class B.<br />
|-<br />
|width="150" valign="top"|Class A Surface: ||Unpainted clean mill scale, and blast-cleaned surfaces with Class A coatings. Surface condition factor = 0.30 (Not used by MoDOT)<br />
|-<br />
|valign="top"|Class B Surface: ||Unpainted blast-cleaned surfaces to SSPC-SP 6 or better, and blast-cleaned surfaces with Class B coatings (inorganic zinc primer), or unsealed pure zinc or 85/15 zinc/aluminum thermal-sprayed coatings with a thickness less than or equal to 16 mils. Surface condition factor = 0.50<br />
|-<br />
|valign="top"|Class C Surface: ||Hot-dip galvanized surfaces. Surface condition factor = 0.30<br />
|-<br />
|valign="top"|Class D Surface:||Blast-cleaned surfaces with Class D coatings (organic zinc-rich primer). Surface condition factor = 0.45<br />
|}<br />
<br />
'''(H1.8.1) ASTM F3148 Grade 144 bolts may be specified by design or directly substituted for a design with A325 bolts. Consult SPM or SLE before using F3148 bolts.'''<br />
:Bolts shall be 7/8-inch diameter ASTM <u>F3125 Grade A325</u> <u>F3148 Grade 144</u> <u>Type 1</u> <u>Type 3</u> in 15/16-inch diameter holes.<br />
<br />
<br />
'''Structures without Longitudinal Section'''<br />
<br />
'''(H1.9) Place just above slab at part section near end diaphragm and draw an arrow to the top of diaphragm.'''<br />
:Haunch slab to bear.<br />
<br />
<br />
'''Top of End Bent Backwall (Without expansion device)'''<br />
<br />
'''(H1.10)'''<br />
:Two layers of 30-lb roofing felt.<br />
<br />
<br />
'''Section thru Spans'''<br />
<br />
'''(H1.11) Place on the slab sheet when applicable.'''<br />
:For details of <u>barrier</u> <u>parapet</u> <u>median bridge rail</u> not shown, see Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Web Stiffeners'''<br />
<br />
'''(H1.12)'''<br />
:Whenever longitudinal stiffeners interfere with bolting the <u>diaphragms</u> <u>cross frames</u> in place, clip stiffeners.<br />
<br />
'''(H1.13)'''<br />
:Longitudinal web stiffeners shall be placed on the outside of exterior girders and on the side opposite of the transverse web stiffener plates for interior girders.<br />
<br />
'''(H1.14)'''<br />
:Transverse web stiffeners shall be located as shown in the plan of structural steel.<br />
<br />
'''(H1.15)'''<br />
:Intermediate web stiffener plate and diaphragm spacing may vary from plan dimensions by a maximum of 3" for diaphragm to connect to the intermediate web stiffener plate.<br />
<br />
<br />
'''Wide Flange Beams - (Shop Welding)'''<br />
<br />
'''(H1.16) To be used only with permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop splice by extending the heavier beam and providing an approved modification of details at the field splices. All costs of any required redesign, plan revisions or rechecking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on the design plans.<br />
<br />
<br />
'''Shear Connectors'''<br />
<br />
'''(H1.17) Use only when "Fabricated Structural …Steel… " is included as a pay item.'''<br />
:Weight of <u>&nbsp;&nbsp;&nbsp;</u> pounds of shear connectors is included in the weight of Fabricated Structural <u>&nbsp;&nbsp;&nbsp;</u> Steel.<br />
<br />
'''(H1.18)'''<br />
:Shear connectors shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 712, 1037 and 1080].<br />
<br />
<br />
'''Notch Toughness for Wide Flange Beams (Do not use the following notes if member is labeled as fracture critical.)<br />
:(Place an ∗ with all the beam sizes indicated on the "Plan of Structural Steel".)<br />
:(Place the following note near the "Plan of Structural Steel".)'''<br />
<br />
'''(H1.19)'''<br />
:∗ Notch toughness is required for all wide flange beams.<br />
<br />
<br />
'''(Place an ∗ with the flange plate, pin plate or hanger bar size indicated on the "Detail of Flange Plates, Pin Plate Connection or Hanger Connection".)''' <br />
<br />
'''(H1.20)'''<br />
:∗ Notch toughness is required for all <u>welded flange plates</u> <u>pin plates</u> <u>hanger bars</u>.<br />
<br />
<br />
'''Notch Toughness for Plate Girders (Do not use the following notes if member is labeled as fracture critical.)<br />
:'''(Place the following note on the sheet with the Elevation of Girder.)'''<br />
:'''(See [[751.5 Structural Detailing Guidelines#751.5.9.3.2 Notch Toughness|Plate Girder Example]] for typical examples for the location of ∗ ∗ ∗ on details for plate girders.)'''<br />
<br />
'''(H1.21)'''<br />
:∗ ∗ ∗ Indicates flange plates subject to notch toughness requirements.<br />
:All web plates shall be subject to notch toughness requirements.<br />
<br />
'''(H1.21.1)'''<br />
:The flange and web splice plates shall be subject to notch toughness requirements, when notch toughness is required for flanges on both sides of splice.<br />
<br />
<br />
'''(Place ∗ ∗ ∗ near the size of flange splice plates, pin plates or hanger bars and the following note near the detail of flange splice, pin plate connection or hanger connection.) '''<br />
<br />
'''(H1.22)'''<br />
:∗ ∗ ∗ Indicates <u>flange splice plates</u> <u>pin plates</u> <u>hanger bars</u> subject to notch toughness requirements.<br />
<br />
<div id="(H1.23)"></div><br />
'''(H1.23) Structural Steel for Wide Flange Beams and Plate Girder Structures'''<br />
<br />
'''(H1.23a)'''<br />
:Fabricated structural steel shall be ASTM A709 Grade <u>36</u> <u>50</u>, except as noted.<br />
<br />
'''(H1.23b) Use the following note on all structures that contain non-redundant Fracture Critical Members (FCM).'''<br />
Label FCM members in the details, and place the following note nearby. Notes H1.19 through H1.22 are not required when the member is labeled as fracture critical.<br />
<br />
:FCM indicates Fracture Critical Member, see [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''Tangent Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel and Elevation of Beams or Girders'''<br />
<br />
'''(H1.24)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Oversized Holes for Intermediate Diaphragms'''<br />
<br />
'''Place the following note near the intermediate diaphragm detail on all tangent wide flange and plate girder structures.'''<br />
<br />
'''(H1.26)'''<br />
:At the contractor's option, holes in the diaphragm plate of non slab bearing diaphragms may be made 3/16" larger than the nominal diameter of the bolt. A hardened washer shall be used under the bolt head and nut when this option is used. Holes in the girder diaphragm connection plate or transverse web stiffener shall be standard size.<br />
<br />
<br />
'''Slab drain attachment holes'''<br />
<br />
'''Place the following note near the Elevation of Girder detail for plate girders or near the plan view for Wide Flange Beams when Slab Drains are used.'''<br />
<br />
'''(H1.27)'''<br />
:For location of slab drain attachment holes, see slab drain details sheet.<br />
<br />
<br />
'''Tangent Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''Dimensions given in plan should be identical to horizontal dimensions detailed in Part-Longitudinal Sections or blocking diagram.'''<br />
<br />
'''(H1.28)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.29)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.31)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Elevation of Beams or Girders'''<br />
<br />
'''(H1.32)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)''' <br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.36)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.37)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Structures on Vertical Curve'''<br />
<br />
'''(H1.39)'''<br />
:Elevations shown are at top of web before dead load deflection.<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange'''<br />
<br />
'''(H1.40) Use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Bolts shall be 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> that connect the 6 x 6 x 3/8 angle to the top flange and placed so the nut is on the inside of flange toward the web. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied. <br />
|}<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange for Structures on Vertical Curve'''<br />
<br />
'''(H1.40.1)'''<br />
:The 6 x 6 x 3/8 angle legs shall be adjusted to the variable angle between bearing stiffener and top flange created by girder tilt due to grade requirements.<br />
<br />
<br />
'''(H1.42) Place the following note near the Plan of Structural Steel for all new bridges with staged construction or bridge widening projects. '''<br />
:Bolts for intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be installed snug tight, then tightened after both adjacent slab pours are completed.<br />
<br />
'''(H1.43) Place the following note on the staging sheet for all bridge redecking projects with staged construction.'''<br />
:Existing <u>bolts</u> <u>rivets</u> on intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be removed and replaced with new in kind high strength bolts installed snug tight and in accordance with Sec 712. The high strength bolts shall be tightened after both adjacent slab pours are completed. Cost will be considered incidental to other pay items.<br />
<br />
'''(H1.45) Place near Detail B and Optional Detail B with cross frame diaphragms. '''<br />
:'''*''' At the contractor's option, rectangular fill plates may be used in lieu of diamond fill plates as shown in Optional Detail B.<br />
<br />
'''Haunching (Use for wide flange deck replacements.) '''<br />
<br />
'''(H1.51)'''<br />
:Slab is to be considered at a uniform thickness as shown on the plans. Haunching will vary. See front sheet for slab thickness.<br />
<br />
'''(H1.53) Drip angles''' (Notes for Bridge Standard Drawings)<br />
:'''(H1.53a)''' Drip angles shall be caulked with dark brown caulking against flange, web and fillet welds.<br />
:'''(H1.53b)''' Drip angles shall be same grade as bottom flange.<br />
:'''(H1.53c)''' Use 1/2-inch diameter ASTM F3125 Grade A325 Type 3 for bolted connection.<br />
<br />
=== H2. Concrete ===<br />
<br />
<br />
==== H2a. Continuous Slab ====<br />
<br />
'''(H2a.1) Use for voided slabs'''<br />
:Tubes for producing voids shall have an outside diameter of [[Image:751.50 circled 1.gif]] and shall be anchored at not more than [[Image:751.50 circled 2.gif]] centers. Fiber tubes shall have a wall thickness of not less than [[Image:751.50 circled 3.gif]].<br />
<br />
<br />
(*) See the following table for [[Image:751.50 circled 1.gif]], [[Image:751.50 circled 2.gif]], & [[Image:751.50 circled 3.gif]].<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|+(Do not show this table on plans)<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Voids<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 1.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 2.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|[[Image:751.50 circled 3.gif]]<br />
|-<br />
|width="75pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|7"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|7.0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|8.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|9"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|9.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|10"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|10.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|11"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|11.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|12"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|12.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|14"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|14.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.250"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|15 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|15.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|16 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|16.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|18 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-6"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|20 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|20.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|21 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|22 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|22.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"|24 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|24.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|}<br />
<br />
==== H2b. Prestressed Panels (Notes for Bridge Standard Drawings)====<br />
<br />
'''H2b1. Notes for both Concrete and Steel Spans '''<br />
<br />
'''(H2b1.1)'''<br />
:Concrete for prestressed panels shall be Class A-1 with f'<sub>c</sub> = 6,000 psi, f'<sub>ci</sub> = 4,000 psi.<br />
<br />
'''(H2b1.2)'''<br />
:The top surface of all panels shall receive a scored finish with a depth of scoring of 1/8" perpendicular to the prestressing strands in the panels.<br />
<br />
'''(H2b1.3)'''<br />
:Prestressing tendons shall be high-tensile strength uncoated seven-wire, low-relaxation strands for prestressed concrete in accordance with AASHTO M 203 Grade 270, with nominal diameter of strand = 3/8" and nominal area = 0.085 sq. in. and minimum ultimate strength = 22.95 kips (270 ksi). Larger strands may be used with the same spacing and initial tension.<br />
<br />
'''(H2b1.4)'''<br />
:Initial prestressing force = 17.2 kips/strand.<br />
<br />
'''(H2b1.5)'''<br />
:The method and sequence of releasing the strands shall be shown on the shop drawings.<br />
<br />
'''(H2b1.6)'''<br />
:Suitable anchorage devices for lifting panels may be cast in panels, provided the devices are shown on the shop drawings and approved by the engineer. Panel lengths shall be determined by the contractor and shown on the shop drawings.<br />
<br />
'''(H2b1.7)'''<br />
:When squared end panels are used at skewed bents, the skewed portion shall be cast full depth. No separate payment will be made for additional concrete and reinforcing required.<br />
<br />
'''(H2b1.8) References the P3 bars shown in the Plans of Panels. '''<br />
:Use #3-P3 bars if panel is skewed 45&deg; or greater.<br />
<br />
'''(H2b1.9)'''<br />
:All reinforcement other than prestressing strands shall be epoxy coated.<br />
<br />
'''(H2b1.10) References the panel extension into the diaphragms shown in the Plan of Panels Placement. '''<br />
:End panels shall be dimensioned 1/2" min. to 1 1/2" max. from the inside face of diaphragm.<br />
<br />
'''(H2b1.11) References the S-bars shown in the Plan of Panels Placement. '''<br />
:S-bars shown are bottom steel in slab between panels and used with squared and truncated end panels only.<br />
<br />
'''(H2b1.12)'''<br />
:Cost of S-bars will be considered completely covered by the contract unit price for the slab.<br />
<br />
'''(H2b1.13)'''<br />
:S-bars are not listed in the bill of reinforcing.<br />
<br />
'''(H2b1.14) Place as fifth note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be glued to the <u>girder</u> <u>beam</u>. When thickness exceeds 1 1/2 inches, the joint filler shall be glued top and bottom. The glue used shall be the type recommended by the joint filler manufacturer.<br />
<br />
'''(H2b1.15)'''<br />
:Precast panels may be in contact with stirrup reinforcing in diaphragms.<br />
<br />
'''(H2b1.16) References the transverse S-bars extension into integral end bents shown in the Plan of Panels Placement. '''<br />
:Extend S-Bars 18 inches beyond the front face of end bents and int. bents for squared and truncated end panels only.<br />
<br />
'''(H2b1.17) References the 3/8-inch diameter strands shown in the Plans of Panels. '''<br />
:Any strand 2'-0" or shorter shall have a #4 reinforcing bar on each side of it, centered between strands. Strands 2'-0" or shorter may then be debonded at the fabricator's option.<br />
<br />
'''(H2b1.18)'''<br />
:Support from diaphragm forms is required under the optional skewed end until cast-in-place concrete has reached 3,000 psi compressive strength.<br />
<br />
'''(H2b1.19) Place under the Bending Diagram for U1 Bar. '''<br />
:U1 Bars may be oriented at right angles to location and spacing shown. U1 Bars shall be placed between P1 Bars. <br />
<br />
'''(H2b1.20) Place as last note under Joint Filler heading in the General Notes. '''<br />
:Edges of panels shall be uniformly seated on the joint filler before slab reinforcement is placed.<br />
<br />
'''(H2b1.21)'''<br />
:Prestressed panels shall be brought to saturated surface-dry (SSD) condition just prior to the deck pour. There shall be no free standing water on the panels or in the area to be cast.<br />
<br />
'''(H2b1.22)''' <br />
:The prestressed panel quantities are not included in the table of estimated quantities for the slab.<br />
<br />
'''(H2b1.23) References the transverse S-bars extension beyond the edge of girder or beam shown in the Plan of Panels Placement.''' <br />
:Extend S-bars 9 inches beyond edge of <u>girder</u> <u>beam (Typ.)</u>.<br />
<br />
'''(H2b1.24) References the panel overhang shown in Section A-A. '''<br />
:Contractor shall ensure proper consolidation under and between panels.<br />
<br />
'''(H2b1.25) Place as first note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be preformed fiber expansion joint material in accordance with Sec 1057 or expanded or extruded polystyrene bedding material in accordance with Sec 1073.<br />
<br />
'''(H2b1.26) References the #3-P1 bars in the squared and truncated end panels only shown in the Plans of Squared Panel and Optional Truncated End Panel.'''<br />
:For end panels only, P1 bars shall be 2’-0” in length and embedded 12”. P1 bars will not be required for panels at squared integral end bents. <br />
<br />
'''(H2b1.27) References the four #3-P2 bars required below the strands shown in the plans of panels and the section thru the panel. '''<br />
: #3-P2 bars near edge of panel at bottom (under strands).<br />
<br />
'''(H2b1.28) References the bottom transverse slab bars shown in the section near the expansion gap. Not required if there is not an expansion gap on the bridge. '''<br />
:S-bars shown are used with skewed end panels, or squared end panels of squared structures only. The #5 S-bars shall extend the width of slab (2'-6" lap if necessary) or to within 3 inches of expansion device assemblies.<br />
<br />
'''(H2b1.29) References #3-P1 bars required at expansion gaps shown in the Plan of Optional Skewed End Panel. Not required if there is not an expansion gap on the bridge. '''<br />
:P1 bars not required for integral bents.<br />
<br />
'''(H2b1.30) References the min. steel reinforcement for openings in slab created by truncated end panels.'''<br />
:For truncated end panels, use a min. of #5-S bars at 6” crossings in openings, or min. 4x4-W7xW7.<br />
<br />
<br />
'''H2b2. Additional Notes for Panels on Concrete Spans'''<br />
<br />
'''(H2b2.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material may be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances.<br />
<br />
'''(H2b2.6) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of preformed fiber expansion joint material shall be used under any one edge of any panel except at locations where top flange thickness may be stepped. The maximum change in thickness between adjacent panels shall be 1/2 inch. The polystyrene bedding material may be cut with a transition to match haunch height above top of flange.<br />
<br />
'''(H2b2.7) References the top flange thickness shown in Section A-A. '''<br />
:At the contractor's option, the variation in slab thickness over prestressed panels may be eliminated or reduced by increasing and varying the <u>girder</u> <u>beam</u> top flange thickness. Dimensions shall be shown on the shop drawings.<br />
<br />
'''(H2b2.8) References the slab thickness above the panel shown in Section A-A. '''<br />
:Slab thickness over prestressed panels varies due to <u>girder</u> <u>beam</u> camber. In order to maintain minimum slab thickness, it may be necessary to raise the grade uniformly throughout the structure. No payment will be made for additional labor or materials required for necessary grade adjustment.<br />
<br />
'''(H2b2.10) Place as second note under Joint Filler heading in the General Notes. '''<br />
:Use Slab Haunching Diagram on Sheet No. __ for determining thickness of joint filler within the limits noted in the table of Joint Filler Dimensions. <br />
<br />
<br />
'''H2b3. Additional Notes for Panels on Steel Spans'''<br />
<br />
'''(H2b3.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material shall be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances. <br />
<br />
'''(H2b3.2) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of material shall be used under any one edge of any panel except at splices, and the maximum change in thickness between adjacent panels shall be 1/4 inch to correct for variations from <u>Girder</u> <u>Beam</u> Camber Diagram. The polystyrene bedding material may be cut to match haunch height above top of flange.<br />
<br />
'''(H2b3.3) References the slab thickness above the panel shown in Section A-A. '''<br />
:Adjustment in the slab thickness, joint filler, or grade will be necessary if the <u>girder</u> <u>beam</u> camber after erection differs from plan camber by more than the % of dead load deflection due to the weight of structural steel. No payment will be made for additional labor or materials for the adjustment.<br />
<br />
'''(H2b3.5) Place as second note under Joint Filler heading in the General Notes. '''<br />
:The thickness of the joint filler shall be adjusted to achieve the slab haunching dimension found on Sheet No. __. These adjustments shall be within the limits noted in the table of Joint Filler Dimensions.<br />
<br />
==== H2c. Prestressed Girders and Beams====<br />
<br />
'''H2c1. Notes for all Girders and Beams. Place in general notes unless otherwise specified. ''' <br />
<br />
'''(H2c1.1)'''<br />
:Concrete for prestressed <u>girders</u> <u>beams</u> shall be Class A-1 with f'<sub>c</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi and f'<sub>ci</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi.<br />
<div id="(H2c1.3)"></div><br />
'''(H2c1.3)'''<br />
:Use ___ strands, <u>1/2</u> <u>0.6</u>"ø Grade 270, with an initial prestress force of <u>&nbsp;&nbsp;&nbsp;</u> kips.<br />
<br />
'''(H2c1.4) '''<br />
:Pretensioned members shall be in accordance with Sec 1029.<br />
<br />
'''(H2c1.5) '''<br />
:Fabricator shall be responsible for location and design of lifting devices. <br />
<div id="(H2c1.7)"></div><br />
'''(H2c1.7) All girders and beams except double-tee girders. Top flange blockout for multiple span NU girders only. Application of bond breaker for prestressed panel decks on NU girders and spread beams only.'''<br />
:Exterior and interior <u>girders</u> <u>beams</u> are the same except: coil ties, <u>top flange blockout,</u> <u>application of bond breaker,</u> <u>coil inserts for slab drains,</u> <u>holes for steel intermediate diaphragms</u>.<br />
<br />
'''(H2c1.9) Use when the camber diagram is placed on another sheet. '''<br />
:For <u>Girder</u> <u>Beam</u> Camber Diagram, see Sheet No. __. <br />
<br />
<div id="(H2c1.10)"></div><br />
'''(H2c1.10) Use when steel intermediate diaphragms are present.'''<br />
:The 1 1/2"ø holes shall be cast in the web for steel intermediate diaphragms. Drilling is not allowed. For location of holes and details of steel intermediate diaphragms, see Sheet No. __.<br />
<br />
'''(H2c1.15) Use when slab drains are present. Use <u>drain blockouts</u> for double-tee girders, otherwise use <u>coil inserts at slab drains</u>. '''<br />
:For location of <u>coil inserts at slab drains</u> <u>drain blockouts</u>, see Sheet No. __. <br />
<br />
'''(H2c1.25) Place near vent hole details for stream crossings only for girder structures. Use <u>(one end only)</u> for flat grades otherwise use <u>upgrade</u>. '''<br />
:Place vent holes at or near <u>upgrade</u> 1/3 point of girders <u>(one end only)</u> and clear reinforcing steel and strands by 1 1/2" minimum <u>and steel intermediate diaphragms bolt connection by 6" minimum</u>. <br />
<br />
<div id="(H2c1.38)"></div><br />
'''(H2c1.38) '''<br />
:For location of coil ties at <u>concrete diaphragms</u> <u>and integral bents</u>, see Sheet<u>s</u> No. __<u>and</u> __. <br />
<br />
'''(H2c1.44) Place near strand arrangement detail when strands are debonded (primarily with beams).'''<br />
:All strands are fully bonded unless otherwise noted.<br />
<br />
'''(H2c1.46) Place near strands at girder or beam ends detail with non-integral bents. Adjust the details accordingly. '''<br />
:Prestressing strands at End Bents No. __ and __ <u>and Intermediate</u> <u>Bents</u> No. __ and __ shall be trimmed to within 1/8 inch of concrete if exposed, or 1 inch of concrete if encased. Exposed ends of girders shall be given 2 coats of an asphalt paint. Ends of girders which will be encased in concrete diaphragms shall not be painted. <br />
<br />
<br />
'''H2c2. Additional NU-Girder Notes. Place with H2c1 general notes.''' <br />
<br />
<div id="(H2c2.2)"></div><br />
'''(H2c2.2) Use for NU 35 and NU 43 only '''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the girders during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not drill holes in the girders. <br />
<br />
'''(H2c2.3) '''<br />
:Alternate bar reinforcing steel details are provided and may be used. The same type of reinforcing steel shall be used for all girders in all spans. <br />
<br />
<div id="(H2c2.10)"></div><br />
<br />
'''H2c3. Additional Double-Tee Girder Notes. Place with H2c1 general notes. '''<br />
<br />
'''(H2c3.1) '''<br />
:Girders shall be handled and erected into position in a manner that will not impair the strength of the girder. <br />
<br />
'''(H2c3.2) '''<br />
:The vertical face of the exterior girder that will be in contact with the slab shall be roughened by sand blasting, or other approved methods, to provide suitable bond between girder and slab. <br />
<br />
'''(H2c3.3) '''<br />
:All exposed edges of concrete shall have a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H2c3.4) '''<br />
:Payment for edge block will be considered completely covered by the contract unit price for the double-tee girders. <br />
<br />
'''(H2c3.5) '''<br />
:Provide lifting loops in each end of double-tee girder, located near center of stem, 2 feet from each end. <br />
<br />
'''(H2c3.6) '''<br />
:Adequate reinforcing other than the specified welded wire fabric may be used with the approval of the engineer. <br />
<br />
'''Use notes H2c3.10 and H2c3.11 when a thrie beam bridge rail is used. '''<br />
<br />
'''(H2c3.10) '''<br />
:See slab sheet for spacing of rail posts. <br />
<br />
'''(H2c3.11) '''<br />
:See thrie beam rail sheet for details of bolt spacing at rail posts and anchor bolt lengths. <br />
<br />
<div id="H2c4. Additional Prestressed Concrete Box Beam Notes"></div><br />
<br />
'''H2c4. Blank'''<br />
<br />
<br />
'''H2c5. Blank '''<br />
<br />
<br />
'''H2c6. Camber Diagram & Slab Haunching or Slab Thickness Diagram '''<br />
<div id="(H2c6.1)"></div><br />
<br />
'''(H2c6.1) Place with camber diagram '''<font color="purple">[MS Cell]</font color="purple">''' for all girders and beams. '''<br />
:Conversion factors for <u>girder</u> <u>beam</u> camber (Estimated at 90 days): <br />
<br />
:'''Use with spans 75' and greater in length. '''<br />
:0.1 pt. = 0.314 x 0.5 pt. <br />
:0.2 pt. = 0.593 x 0.5 pt. <br />
:0.3 pt. = 0.813 x 0.5 pt. <br />
:0.4 pt. = 0.952 x 0.5 pt. <br />
<br />
:'''Use with spans less than 75' in length. '''<br />
:0.25 pt. = 0.7125 x 0.5 pt. <br />
<div id="Place notes H2c6.10 thru H2c6.14"></div><br />
'''Place notes H2c6.10 thru H2c6.14 with slab haunching diagram '''<font color="purple">[MS Cell]</font color="purple">''' (slab thickness diagram '''<font color="purple">[MS Cell]</font color="purple">''' for double-tee girders and adjacent beams). '''<br />
<br />
'''(H2c6.10) Omit underlined haunch segments for double-tee girders and adjacent beams. The minimum embedment sentence is not applicable for Box Beams. Omit hairpin bar when not used on the plan details.'''<br />
:If <u>girder</u> <u>beam</u> camber is different from that shown in the camber diagram, in order to maintain minimum slab thickness, <u>an adjustment of the slab haunches,</u> an increase in slab thickness or a raise in grade uniformly throughout the structure shall be necessary. <u>The haunch shall be limited to ensure the projecting girder reinforcement</u> <u>or hairpin bar</u> <u>is embedded into slab at least 2 inches.</u> No payment will be made for additional labor or materials required for variation in <u>haunching,</u> slab thickness or grade adjustment. <br />
<br />
'''(H2c6.11) Omit “haunches” for double-tee girders and adjacent beams. '''<br />
:Concrete in the slab <u>haunches</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>. <br />
<br />
'''(H2c6.13) Use only for double-tee girders and adjacent beams. Underline part only required when the slab thickness within parabolic crown is less than the minimum slab thickness. A = minimum slab thickness. B = slab thickness at crown centerline. '''<br />
:The slab is to be built parallel to grade and to a minimum thickness of '''''A''''' <u>(Except varies from '''''A''''' to '''''B''''' within parabolic crown)</u>. <br />
<br />
'''(H2c6.14) Use only if the camber diagram is located on the girder or beam sheet. '''<br />
:See <u>girder</u> <u>beam</u> sheet for <u>girder</u> <u>beam</u> camber diagram. <br />
<br />
<br />
'''H2c7. Steel Intermediate Diaphragms ''' <br />
<br />
'''(H2c7.1) For the location of (*), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(*) In lieu of 2 1/2" outside diameter washers, contractor may substitute a 3/16" (Min. thickness) plate with four 15/16"ø holes and one hardened washer per bolt. <br />
<br />
'''(H2c7.2) For the location of (**), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(**) Bolts shall be tightened to provide a tension of one-half that specified in Sec 712 for high strength bolt installation. ASTM F3125 Grade A325 Type 1 bolts may be substituted for and installed in accordance with the requirements for the specified A307 bolts. <br />
<br />
'''(H2c7.3) '''<br />
:All diaphragm materials including bolts, nuts, and washers shall be galvanized. <br />
<br />
'''(H2c7.4) '''<br />
:Fabricated structural steel shall be ASTM A709 Grade 36 except as noted. <br />
<br />
'''(H2c7.5) '''<br />
:Payment for furnishing and installing steel intermediate diaphragms will be considered completely covered by the contract unit price for Steel Intermediate Diaphragm for P/S Concrete Girders. <br />
<br />
'''(H2c7.6) '''<br />
:Shop drawings will not be required for steel intermediate diaphragms and angle connections. <br />
<br />
<br />
'''H2c8. Concrete Diaphragms at Intermediate Bents '''<br />
<br />
'''(H2c8.1) Place near diaphragm details for all girders and beams except for double-tee girders at the following grades: 16” > 5%, 22” > 4% and 30” > 3%. '''<br />
:Diaphragms at intermediate bents shall be built vertical.<br />
<br />
=== H3. Bearings ===<br />
<br />
<br />
==== H3a. Type C & D ====<br />
<br />
'''The following notes apply to Type C Bearings.'''<br />
<br />
'''(H3.1)'''<br />
:Anchor bolts for Type C bearings shall be 1"ø ASTM F1554 Grade 55 swedged bolts, with no heads or nuts and shall extend 10" into the concrete. Swedging shall be 1" less than the extension into the concrete. Anchor bolts shall be set in the drilling holes or in the anchor bolt wells and grouted prior to the erection of steel. The top of anchor bolts shall be set approximately 1/4" below the top of bearing. <br />
<br />
'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.3)'''<br />
:Weight of the anchor bolts for the bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.4) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.5)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following notes apply to Type D Bearings.'''<br />
<br />
'''(H3.6)'''<br />
:Anchor bolts for Type D bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329. <br />
<br />
'''(H3.8)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.9) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.10)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type D Bearings Modified.'''<br />
<br />
'''(H3.11)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3b. Type E ====<br />
<br />
'''The following notes apply to Type E Bearings.'''<br />
<br />
'''(H3.15)'''<br />
:Anchor bolts for Type E bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.17)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.18) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.20)'''<br />
:A lubricant coating shall be applied in the shop to both mating surfaces of the bearing assembly. The lubricant, method of cleaning, and application shall meet the requirements of MIL-L-23398 and MIL-L-46147. The coated areas shall be protected for shipping and erection.<br />
<br />
'''(H3.21)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type E Bearings Modified.'''<br />
<br />
'''(H3.22)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3c. Type N PTFE ====<br />
<br />
'''(H3.24)''' <br />
:Design coefficient of friction equals _____.<br />
<br />
'''(H3.24.1)'''<br />
:The PTFE surface shall be <u>flat</u> <u>dimpled</u>.<br />
<br />
'''(H3.24.2) Use for Dimpled PTFE only'''<br />
:The depth of the dimples shall be at least 0.08 inch but less than one-half the PTFE thickness and the diameter shall be no more than 0.32 inch. Dimples shall be uniformly distributed and cover greater than 20% but less than 30% of the entire PTFE surface area. Dimples shall not be placed to intersect the edge of the PTFE surface.<br />
<br />
'''(H3.24.3) Use for Dimpled PTFE only''' <br />
:Dimpled PTFE surfaces shall be lubricated with silicone grease meeting the Society of Automotive Engineers Specification SAE-AS8660.<br />
<br />
'''(H3.25) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.27)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.28)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
<br />
'''Use the following note when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized.'''<br />
<br />
'''(H3.29) Use grade per Design Comps.'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating.<br />
<br />
<div id="Use the following note when ASTM A709 Grade 50W steel"></div><br />
'''Use the following note when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
<div id="(H3.29.1)"></div><br />
'''(H3.29.1)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material. <br />
<div id="(H3.29.2)"></div><br />
'''Use the following note when steel superstructure is galvanized. '''<br />
<br />
'''(H3.29.2)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. The stainless steel plate shall be protected from galvanizing. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.30)'''<br />
:Type N PTFE Bearings shall be in accordance with Sec 716.<br />
<br />
'''(H3.31)'''<br />
:PTFE surface shall be fabricated as a single piece. Splicing will not be permitted. <br />
<br />
'''(H3.32)'''<br />
:Stopper plates <u>and straps</u> shall be provided to prevent loss of support due to creeping of PTFE bearings. Payment for fabricating and installing the stopper plates <u>and straps</u> will be considered completely covered by the contract unit price for Type N PTFE Bearing.<br />
<br />
'''(H3.33)'''<br />
:The bottom face of the 1/8" stainless steel plate that is welded to the sole plate shall be lubricated with a lubricant that is approved by the bearing manufacturer.<br />
<br />
==== H3d. Laminated Neoprene Pad Assembly ====<br />
<br />
'''(H3.45) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.47)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.48)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H3.49) Use grade per Design Comps. Use when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized. '''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<div id="(H3.49.1) Use when ASTM A709 Grade 50W steel"></div><br />
'''(H3.49.1) Use when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material.<br />
<div id="(H3.49.2)"></div><br />
'''(H3.49.2) Use the following note when steel superstructure is galvanized.''' <br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.50)'''<br />
:Laminated Neoprene Bearing Pad Assembly shall be in accordance with Sec 716.<br />
<br />
==== H3e. Flat Plate, Rolled Steel Plates (Deck Girders) & Carbon Steel Castings (Truss) ====<br />
<br />
'''The following notes apply to Flat Plate Bearings.'''<br />
<br />
'''(H3.65)'''<br />
:Flat plate bearings shall be straightened to plane surfaces.<br />
<br />
'''(H3.66)'''<br />
:Anchor bolts shall be 1"&oslash; ASTM F1554 Grade 55 swedged bolts, 10" long with no heads or nuts. Top of anchor bolts shall be set approximately 1/2" above top of bottom flange.<br />
<br />
'''(H3.67)'''<br />
:Bottom flange of beam <u>and bevel</u> plate shall have 1 1/4"&oslash; holes at fixed end and 1 1/4" x 2 1/2" slots at expansion end.<br />
<br />
'''(H3.68)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
'''(H3.69)'''<br />
:Weight of the anchor bolts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
<br />
'''The following notes apply to Rolled Steel Bearing Plates (Deck Girder Repair and Widening).'''<br />
<br />
'''(H3.70)'''<br />
:Material shall be ASTM A709 Grade 36 steel. Holes in 7/8" plates for 3/4" x 2 1/4" and 1 1/2" x 3" anchors shall be made for a driving fit. After anchors are driven in place, anchors shall be lightly tack welded to the 7/8" plates.<br />
<br />
'''(H3.71)'''<br />
:Edge A shall be rounded (1/16" to 1/8" radius).<br />
<br />
<br />
'''The following notes apply to Carbon Steel Casting (Truss).'''<br />
<br />
'''(H3.75)'''<br />
:All fillets shall have a 3/4" radius.<br />
<br />
'''(H3.76) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be 1 1/2"&oslash; ASTM F1554 Grade <u>55</u> <u>105</u> swedge bolts and shall extend 15" into concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Furnish one 4"&oslash; pin, AISI C1042, with 2 heavy hexagon pin nuts.<br />
<br />
'''(H3.77)'''<br />
:Material for bearing shall be carbon steel castings and will be considered completely covered by the contract unit price for Carbon Steel Castings. Pins, anchor bolts, heavy hexagon nuts, pipe and rolled steel bearing plates will be considered completely covered by the contract unit price for Structural Carbon Steel.<br />
<br />
'''(H3.78)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
====H3f. Pot Bearing Pad Assembly====<br />
<br />
'''(H3.79)'''<br />
<br />
:The bearing design shall conform to the provisions of the latest edition of AASHTO LRFD Bridge Design Specifications.<br />
<br />
'''(H3.80)'''<br />
<br />
:The contractor, in coordination with the bearing manufacturer, shall be responsible for sizing the sole plate and masonry plate and determining the size, number, and location of anchor bolts based on the load and movement capacities, indicated in the Bearing Data.<br />
<br />
'''(H3.81)'''<br />
<br />
:The contractor shall submit calculations sealed by a Professional Engineer, licensed in the state of Missouri, indicating conformance with design load and material criteria in the contract documents.<br />
<br />
'''(H3.82)'''<br />
<br />
:'''(1)''' Maximum vertical dimension of the complete bearing. If the actual bearing dimension differs, adjustments shall be made in the thickness of the sole plate, masonry plate and concrete pad as needed by the contractor at no additional cost to the owner. Contractor shall submit proposed method of adjustment to Engineer for approval.<br />
<br />
'''(H3.83)'''<br />
<br />
:'''(2)''' Estimated horizontal dimension of the pot bearing device. If the actual dimension differs, adjust the size of the sole plate and masonry plate as needed by the contractor at no additional cost to the owner.<br />
<br />
'''(H3.84)'''<br />
<br />
:'''(5)''' The temperature of the steel adjacent to the elastomeric should be kept below 250°F.<br />
<br />
'''(H3.85)'''<br />
<br />
:The Dimension H in the Bearing Data Table represents the assumed total height of bearing mechanism between the sole plate and masonry plate used by the designer to establish the pedestal elevations. <br />
<br />
'''(H3.86)'''<br />
<br />
:The bearings shall be manufactured pot bearings, designed for the load and movement capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.87)'''<br />
<br />
:All expansion Bearings shall have maximum friction coefficient of 3%.<br />
<br />
'''(H3.88)'''<br />
<br />
:Steel for pot bearings shall be AASHTO M270 Grade 50 and shall be galvanized. Steel for sole plate and masonry plates shall be AASHTO M270 Grade 50.<br />
<br />
'''(H3.89)'''<br />
<br />
:Anchor bolts shall conform to ASTM F1554 Grade 55. The anchor bolts shall be the swedge-type and shall have a minimum diameter of 1 1/2-inches and extend a minimum of __-inches into the concrete. Swedging shall be 1-inch less than the extension into the concrete.<br />
<br />
'''(H3.90)'''<br />
<br />
:Anchor bolts shall be installed using a hardened steel washer at each exposed location.<br />
<br />
'''(H3.91)'''<br />
<br />
:Washers shall conform to ASTM F463.<br />
<br />
'''(H3.92)'''<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.93)'''<br />
<br />
:Certified mill test reports, conforming to the requirements of the specifications, for the metals of the pot bearing device, sole plate, masonry plate and anchor bolts shall be submitted.<br />
<br />
'''(H3.94)'''<br />
<br />
:The masonry plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.95)'''<br />
<br />
:The sole plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.96)'''<br />
<br />
:The bearing device, sole plate and masonry plate shall be assembled in the shop and the bearing assembly shall be field welded to the bottom flange of the steel cap beam. The welds shall be designed for the load capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.97)'''<br />
<br />
:After installation of the bearings, any uncoated or damaged surfaces of the masonry and sole plates shall be prepared in accordance with the specifications and field-coated with inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
<br />
'''(H3.98)'''<br />
<br />
:After installation of the bearings and field-applied prime coats, the surfaces of the masonry and sole plates shall be field-coated with System G intermediate and finish coat.<br />
<br />
'''(H3.99)'''<br />
<br />
:All bearings shall be marked prior to shipping. The marks shall include the bearing location on the bridge and a direction arrow that points up-station. All marks shall be permanent and be visible after the bearing is installed.<br />
<br />
'''(H3.100)'''<br />
<br />
:The pot bearing device, sole plate, masonry plate, anchor bolts, washers, anchor bolts wells and any other appurtenances included in the fabrication and installation of the pot bearing device shall be incidental to the pay item Pot Bearings.<br />
<br />
'''(H3.101)'''<br />
<br />
:Whenever jacking of the Superstructure is needed to reset the bearings, the contractor shall submit a jacking sequence for approval.<br />
<br />
=== H4. Conduit System ===<br />
<br />
'''(H4.1)'''<br />
:Cost of furnishing and placing anchor bolts for light standard will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H4.2) Use for all conduits. Use underlined portions when encased in concrete barrier and/or wing.'''<br />
:All conduits shall be rigid nonmetallic schedule 40 heavy wall polyvinyl chloride (PVC) with <u>3 ½-inch minimum cover in barrier</u> <u>and 4 ½-inch minimum cover in abutment wing</u>. Each section of conduit shall bear the Underwriters Laboratories (UL) label.<br />
<br />
'''(H4.2.1) Use for all conduits when conduit clamps are required. Also see Note H4.10.'''<br />
:All conduit clamps shall be commercially-available, nonmetallic conduit clamps and approved by the engineer.<br />
<br />
'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55. <br />
<br />
'''(H4.3)'''<br />
:Shift reinforcing steel in field where necessary to clear conduit and junction boxes.<br />
<br />
'''(H4.4)'''<br />
:Light standards, wiring and fixtures shall be furnished and installed by others.<br />
<br />
'''(H4.5)'''<br />
:Top of light standard supports shall be made horizontal; anchor bolts shall be placed vertically.<br />
<br />
'''(H4.6)'''<br />
:For details of <u>light standards,</u> <u>underdeck lighting,</u> <u>and wiring</u>, see electrical plans.<br />
<br />
'''(H4.7) Use for conduits to be encased in concrete at open, closed or filled joints. Use 150°F, 120°F for steel superstructure. Use 120°F, 110°F for concrete superstructure. Modify note to include giving the total expansion movement per expansion fitting if multiple fittings are used and movement is different, and delineate fittings on plans.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at filled joints</u> using a maximum temperature range of <u>150</u> <u>120</u>°F and a maximum temperature of <u>120</u> <u>110</u>°F.<br />
<br />
'''(H4.7.1) Use for conduits not to be encased in concrete and for structures with open or closed joints in the superstructure.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at closed joints</u> using a maximum temperature range of 110°F. Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H.4.7.2) Use for conduits not to be encased in concrete and for structures without open or closed joints in the superstructure.'''<br />
:Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H4.7.3) Use for multiple conduits to be encased in concrete.''' <br />
:Minimum clearance between conduits placed in barrier shall be 1”. <br />
<br />
'''(H4.8) Use "surface" mounting, except adjacent to sidewalks, where mounting box on existing concrete. Use "flush" mounting where box is to be encased in concrete.'''<br />
:All <u>end bent</u> <u>and</u> <u>barrier</u> junction boxes shall be PVC molded in accordance with Sec 1062 and designed for <u>flush</u> <u>surface</u> mounting. The conduit terminations shall be permanent or separable. The terminations and covers shall be of watertight construction and shall meet requirements for NEMA 4 or NEMA 4X enclosure.<br />
<br />
'''(H4.8.1) Use for all junction boxes to be encased in concrete at the roadway face of barrier.'''<br />
:Placement of junction boxes and covers, complete in place, shall be flush with the roadway face of barrier. Junction boxes and covers may be recessed up to ¼ inch.<br />
<br />
'''(H4.9) Use for all conduits not to be encased in concrete.'''<br />
:Weep holes shall be provided at low points or other critical locations to drain any moisture in the conduit system. Conduit shall be sloped to drain.<br />
<br />
'''(H4.9.1) Use for all conduits to be encased in concrete.''' <br />
:Drainage shall be provided at low points or other critical locations of all conduits and all junction boxes in accordance with Sec 707. All conduits shall be sloped to drain where possible.<br />
<br />
'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
<br />
'''(H4.11) Use for junction box. '''<br />
:Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.<br />
<br />
'''(H4.12) '''<br />
:MoDOT Construction Personnel: Indicate in field and on bridge plans for future work the exact location of buried conduit at ends of bridge that are capped and not immediately used.<br />
<br />
'''(H4.13) Use for payment of Conduit System.'''<br />
:Payment for furnishing and installing Conduit System, complete in place, will be considered completely covered by the contract lump sum price for Conduit System on Structure.<br />
<br />
=== H5. Expansion Joint Systems ===<br />
<br />
<br />
==== H5a. Finger Plate ====<br />
<br />
'''(H5.1) For stage construction or other special cases, see Structural Project Manager.'''<br />
:Finger plate shall be cut with a machine guided gas torch from one plate. The plate from which fingers are cut may be spliced before fingers are cut. The surface of cut shall be perpendicular to the surface of plate. The cut shall not exceed 1/8" in width. The centerline of cut shall not deviate more than 1/16" from the position of centerline of cut shown. No splicing of finger plate or finger plate assembly will be allowed after fingers are cut. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.2)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.3)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.4)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.5)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Finger Plate) per linear foot.<br />
<br />
'''(H5.6)'''<br />
:Concrete shall be forced under and around finger plate supporting hardware, anchors, angles and bars. Proper consolidation shall be achieved by localized internal vibration.<br />
<div id="(H5.7)"></div><br />
'''(H5.7) Use note for steel structures. Use underlined portion when drainage trough is used.''' <br />
:All holes shown for connections shall be subpunched 11/16-inch diameter (shop or field drill) and reamed to 13/16-inch diameter in field, except holes in members that will be used as templates <u>and holes for the drainage trough</u> may be drilled to 13/16-inch diameter in the shop. For multi-piece connections, only the holes in the template member may be drilled to 13/16-inch diameter in the shop.<br />
<br />
'''(H5.8) Place note near "Plan of Slab".'''<br />
:'''"the web of W14 x 43" is for steel structures'''<br />
:'''"the 3/4" vertical mounting plate" is for P/S structures.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>the web of W14 x 43</u> <u>and</u> <u>the 3/4" vertical mounting plate</u> at the expansion device.<br />
<br />
'''(H5.9)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.10)''' <br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5b. Flat Plate ====<br />
<br />
'''(H5.16)'''<br />
:Expansion device shall be fabricated in one section, except for stage construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.17)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.18)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.19)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.20)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Flat Plate) per linear foot.<br />
<br />
'''(H5.21)'''<br />
:Concrete shall be forced under and around the flat plate, anchors and angles. Proper consolidation shall be achieved by localized internal vibration. Finishing of the concrete shall be achieved by hand finishing within one foot of the expansion device. The vertical and horizontal concrete vent holes shall be offset from each other. Do not alternate holes at the 12" spacing.<br />
<br />
'''(H5.22) Use this note when expansion device is at an end bent.'''<br />
:Bevel plates shall be used at end bents when the grade of the slab at the expansion device is 3% or more.<br />
<br />
'''(H5.23) Place this note near "Plan of Slab".'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>vertical plate</u> <u>and</u> <u>the vertical leg of the angle</u> at the expansion device.<br />
<br />
'''(H5.24)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.25)'''<br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5c. Preformed Compression Seal (Notes for Bridge Standard Drawings) ====<br />
<br />
'''(H5.31)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.33)'''<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36. Anchors for the expansion joint system shall be in accordance with Sec 1037. Preformed compression seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.34)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.35)'''<br />
:Concrete shall be forced under armor angle and around anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.36) Place this note near "Plan of Slab" also.''' <br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the angle at the expansion joint system. <br />
<br />
<br />
'''Place the following notes (H5.37 and H5.38) near the "Table of Transverse Preformed Compression Seal Expansion Joint System Dimensions".'''<br />
<br />
'''(H5.37)'''<br />
:Depth of seal shall not be less than width of seal.<br />
<br />
'''(H5.38) '''<br />
:Size of armor angle: Vertical leg of angle shall be a minimum of Manufacturer’s Recommended Height ③ + 3/4". Horizontal leg of angle shall be a minimum of 3". Minimum thickness of angle shall be 1/2". <br />
<br />
'''(H5.39)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.40)'''<br />
:MoDOT Construction personnel will record the manufacturer and seal name that was used.<br />
<br />
==== H5d. Strip Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.46)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
:The strip seal gland shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet.<br />
<br />
'''(H5.47''')<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36 except the steel armor may be ASTM A709 Grade 50W. Anchors for the expansion joint system shall be in accordance with Sec 1037. Strip seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.48)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.49)'''<br />
:Concrete shall be forced under and around steel armor and anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.50) Place this note near "Plan of Slab" also.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the steel armor at the expansion joint system.<br />
<br />
'''(H5.51)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.52)'''<br />
:MoDOT Construction personnel will indicate the strip seal expansion joint system installed.<br />
<br />
'''(H5.53)'''<br />
:Steel armor may also be referred to as extrusion or rail.<br />
<br />
'''(H5.55) Use this note when polymer concrete is to be used next to strip seal.'''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
====H5e. [[751.13 Expansion Joint Systems#751.13.2 Preformed Silicone, EPDM, and Open Cell Foam Joint Seals|Preformed Silicone or EPDM Seal]] (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.56)'''<br />
:The seal shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet. <br />
<br />
'''(H5.58)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.59)'''<br />
:MoDOT Construction personnel will indicate the type of seal used.<br />
<br />
'''(H5.60) Use this note when polymer concrete is to be used next to Preformed Silicone or EPDM Seal. '''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
'''(H5.61) Use this note when joint gap (opening) is wider than 3”.'''<br />
:Joint gap (opening) wider than 3" during installation may require use of backer rod to keep seal in place while adhesive is curing.<br />
<br />
====H5f. Open Cell Foam Joint Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.62)'''<br />
:Open cell foam joint seal size (width and depth) shall be determined by the manufacturer.<br />
:Manufacturer recommended seal size shall meet the movement and installation gap requirements and skew effect.<br />
<br />
'''(H5.63)'''<br />
:The open cell foam joint seal shall be installed according to the manufacturer's recommendations.<br />
<br />
'''(H5.64)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation.<br />
<br />
'''(H5.65)'''<br />
:MoDOT construction personnel will record the manufacturer and seal name that was used.<br />
<br />
=== H6. Pouring and Finishing Concrete Slabs ===<br />
<br />
'''I-Beam, Plate Girder Bridges - Continuous Slabs'''<br />
<br />
<div style="padding: 0.3em; width: 210px; margin-left:10px; border:1px solid #a9a9a9; background:#f5f5f5"><br />
Also see note H6.20 for I-Beams.<br />
</div><br />
<br />
'''(H6.1)'''<br />
:The contractor shall pour and satisfactorily finish the slab pours at the rate given. Retarder, if used, shall be an approved type and retard the set of concrete to 2.5 hours.<br />
<br />
<br />
'''Prestressed Concrete Structures - Continuous Spans'''<br />
<br />
'''(H6.4)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours, and shall pour and satisfactorily finish the slab pours at the rate given.<br />
<br />
'''(H6.5)'''<br />
:End diaphragms at expansion devices may be poured with a construction joint between the diaphragm and slab, or monolithic with the slab.<br />
<br />
'''(H6.6) Note is not applicable for concrete diaphragms under expansion joints.'''<br />
:The concrete diaphragm at the <u>intermediate bents</u> <u>and integral</u> <u>end bents</u> shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured. <br />
<br />
<br />
'''Prestressed Double-Tee Concrete Structures'''<br />
<br />
'''(H6.9)'''<br />
:The diaphragms at the intermediate and end bents shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured across the diaphragm at bents.<br />
<br />
'''(H6.10)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the slab pours at not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Solid or Voided Slab Structure - Continuous and Simple Spans'''<br />
<br />
'''(H6.13) See [[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|EPG 751.10.1.12]] Slab Pouring Sequences and Construction Joints'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the roadway slab at a rate of not less than ___ cubic yards per hour. The contractor shall observe the transverse construction joints shown on the plans, unless the contractor is equipped to pour and satisfactorily finish the roadway slab at a rate which permits a continuous pouring through some or all joints as approved by the engineer.<br />
<br />
<br />
'''Steel and Prestressed Structures - Simple Spans'''<br />
<br />
'''(H6.15) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''<br />
:The contractor shall pour <u>up grade</u> and satisfactorily finish the roadway slab at a rate of not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Widen, Extension, Repair, and Stage Construction'''<br />
<br />
'''(H6.17) Underline part not required when forms stay-in-place permanently. Place note on the plans when the closure pour is specified on the design layout.'''<br />
:Expansive Class B-2 concrete shall be used in the closure pour. <u>Forms shall be released before the closure pour.</u><br />
<br />
<br />
'''All Structures with Longitudinal Construction Joints'''<br />
<br />
'''(H6.18) The following note shall be used on all structures with slabs wider than 54' containing a longitudinal construction joint. The blank space shall be replaced by the value corresponding to the total roadway width divided by the larger pour width when the construction joint is used.'''<br />
:The longitudinal construction joint may be omitted with the approval of the engineer. When the longitudinal construction joint is omitted, the minimum rate of pour for alternate pouring sequences shall be increased by a factor of ____.<br />
<br />
<br />
'''Steel Superstructure Deck Replacements'''<br />
<br />
'''(H6.20) This note shall also be used for new I-Beam bridges.'''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the beams during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not weld on or drill holes in the beams. The cost for furnishing, installing, and removing bracing will be considered completely covered by the contract unit price for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(H6.21) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''</br><br />
''' If the basic rate required is greater than 25 cy/hr, check with the SPM before adding this note.'''<br />
:The contractor shall pour slab <u>up grade</u> from end to end at a minimum rate of 25 cubic yards per hour.<br />
<br />
'''(H6.22)'''<br />
:Alternate pour sequences may be submitted to the engineer for approval. Keyed construction joints shall be provided between pours.<br />
<br />
=== H7. Slab Drains===<br />
<br />
'''When steel slab drains are used, place Notes H7.1, H7.1.3 and H7.2 under the heading of Notes for Steel Drain. Place remaining notes thru Note H7.11 under the heading of General Notes.'''<br />
<br />
'''(H7.1) Remove underlined portion for cored slab drains.'''<br />
:Slab drains shall be fabricated <u>of either 1/4" welded sheets of ASTM A709 Grade 36 steel or</u> from 1/4" structural steel tubing ASTM A500 or A501.<br />
<br />
'''(H7.1.1) Note not required for continuous concrete slab bridges.'''<br />
:Slab drain bracket assembly shall be ASTM A709 Grade 36 steel.<br />
<br />
'''(H7.1.2) Use underlined portion with a new wearing surface over new slab or when cored angled drains are used.'''<br />
:The drain<u>s Pieces A and B</u> shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.2) Use for new slabs. Use first choice without a wearing surface and second choice with a wearing surface.'''<br />
:Outside dimensions of drain<u>s are 8" x 4"</u> <u>Piece A is 8 3/4" x 4 3/4" and Piece B is 8" x 4"</u>.<br />
<br />
'''(H7.3) Use note with new wearing surface over new slab.'''<br />
:Piece A shall be cast in the concrete slab. Prior to placement of wearing surface, Piece B shall be inserted into Piece A.<br />
<br />
'''(H7.4) Use underlined portion with a new wearing surface over new slab.'''<br />
:Locate drain<u>s Piece A</u> in slab by dimensions shown in Part Section Near Drain.<br />
<br />
'''(H7.5) Use for new slabs.'''<br />
:Reinforcing steel shall be shifted to clear drains.<br />
<br />
'''(H7.6) Use underlined portion with prestressed girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:The <u>coil inserts and</u> bracket assembly shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with ASTM F2329<u>, except as shown</u>.<br />
<br />
'''(H7.7.1)'''<br />
:All 1/2-inch diameter bolts shall be ASTM A307, except as noted.<br />
<br />
'''(H7.8) Use note when attaching to new girders and beams. Use “coil insert required” for prestressed girders, “coil inserts required” for prestressed beams and “bolt hole” for steel structures. '''<br />
:The <u>coil inserts required</u> <u>bolt hole</u> for the bracket assembly attachment shall be located on the <u>prestressed girder</u> <u>prestressed beam</u> <u>plate girder</u> <u>wide flange beam</u> shop drawings.<br />
<br />
'''(H7.8.1) Use note when attaching to existing steel girders and beams with new slab.'''<br />
:The bolt hole for the bracket assembly attachment shall be shifted to the minimum extent necessary to field drill in the existing web. <br />
<br />
'''(H7.8.2) Use note when attaching to weathering steel girders and beams. '''<br />
:The galvanized surfaces of drain support brackets shall be prepared according to the coating manufacturer's recommendation and field coated with a gray epoxy-mastic primer (non-aluminum) within a distance of 6 inches from the point of connection to the weathering steel structure.<br />
<br />
'''(H7.9) Use the underlined portion for all bridges except continuous concrete slab bridges. '''<br />
:Shop drawings will not be required for the slab drains <u>and the bracket assembly</u>.<br />
<br />
<br />
'''Place Notes H7.10 and H7.11 with prestressed girder and prestressed beam slab drain details.'''<br />
<br />
'''(H7.10)'''<br />
:Coil inserts shall have a concrete pull-out strength (ultimate load) of at least 2,500 pounds in 5,000 psi concrete.<br />
<br />
'''(H7.11) Bolts is plural for Prestressed box and slab beams that require two bolts.'''<br />
:The bolt<u>s</u> required to attach the slab drain bracket assembly to the prestressed <u>girder web</u> <u>beam</u> shall be supplied by the prestressed <u>girder</u> <u>beam</u> fabricator.<br />
<br />
<br />
'''Use Notes H7.13 thru H7.21 when fiberglass reinforced polymer (FRP) slab drains are used. Place Note H7.13 as the first note under the heading of General Notes. Place remaining notes under the heading of Notes for FRP Drain.'''<br />
<br />
'''(H7.13) '''<br />
:Contractor shall have the option to construct either steel or FRP slab drains. All drains shall be of same type. <br />
<br />
'''(H7.14) '''<br />
:Drains shall be machine filament-wound thermosetting resin tubing meeting the requirements of ASTM D2996 with the following exceptions:<br />
<br />
'''(H7.15) Use with new slabs.'''<br />
:Shape of drains shall be rectangular with outside interior nominal dimensions of 8” x 4”.<br />
<br />
'''(H7.16) '''<br />
:Minimum reinforced wall thickness shall be 1/4 inch.<br />
<br />
'''(H7.17) Underlined portion is for cored slab drains only.'''<br />
:The resin used shall be ultraviolet (UV) resistant and/or have UV inhibitors mixed throughout. Drains may have an exterior coating for additional UV resistance. <u>Care shall be taken to avoid damage to exterior coating during installation.</u><br />
<br />
'''(H7.18) The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.'''<br />
:The color of the slab drain shall be <u>Gray (Federal Standard #26373)</u>. The color shall be uniform throughout the resin and any coating used.<br />
<br />
'''(H7.19) '''<br />
:The combination of materials used in the manufacture of the drains shall be tested for UV resistance in accordance with ASTM D4239 Cycle A. The representative material shall withstand at least 500 hours of testing with only minor discoloration and without any physical deterioration. The contractor shall furnish the results of the required ultraviolet testing prior to acceptance of the slab drains.<br />
<br />
'''(H7.20) '''<br />
:At the contractor’s option, drains may be field cut. The method of cutting FRP slab drains shall be as recommended by the manufacturer to ensure a smooth, chip-free cut.<br />
<br />
'''(H7.21) Use only for angled drains. '''<br />
:Both upper and lower drain pieces shall be rigidly connected to each other. Drain flow shall not be obstructed. Approval of the engineer is required.<br />
<br />
<br />
'''Additional notes (H7.22 thru H7.28) for cored slab drains. Place with General Notes except as noted.'''<br />
<br />
'''(H7.22)''' <br />
:Cost of cored slab drains, complete in place, will be considered completely covered by the contract unit price for Cored Slab Drain per each.<br />
<br />
'''(H7.23)'''<br />
:Holes for slab drains shall be cored. Percussion drilling will not be permitted.<br />
<br />
'''(H7.24) Omit underlined portion when attaching to prestressed girders or beams.'''<br />
:Slab drain locations may be shifted the minimum extent necessary to avoid slab reinforcement <u>and to allow for field drilling bolt hole in web of existing beam for bracket assembly attachment</u>.<br />
<br />
'''(H7.25) Use underlined portion for angled drains.'''<br />
:<u>Piece B of</u> Cored slab drains shall be placed vertically.<br />
<br />
'''(H7.26) Include if curb outlets are being plugged.'''<br />
:For details of plugging existing curb outlets, see Sheet No. _.<br />
<br />
'''(H7.27) Place under Notes for Steel Drains.'''<br />
:Drains shall be inserted through slab such that damage to galvanized coating is minimized.<br />
<br />
'''(H7.28) Include for angled drains.'''<br />
:Use 1/2-inch diameter bolt with lock washer to attach Piece B to Piece A. Tap thread into Piece A.<br />
<br />
=== H8. Blank ===<br />
<br />
<br />
=== H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings)===<br />
'''Place in General Notes on the rail sheet unless otherwise specified.'''<br />
<br />
'''(H9.1a) Use for all W-Beam, Thrie Beam, Two Tube and Single Tube (Low Profile) Structural Steel Guardrails without cap rail. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' '''Reference to Standard Plan 606.00 or 606.50 will work.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.)<br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail post using galvanized anchorage as shown on Missouri Standard Plan <u>606.00</u> <u>606.50</u> and in accordance with Sec 606. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>Bridge Rail (Two Tube Structural Steel)</u> <u>Low Profile Metal Bridge Rail (Single Tube)</u>.<br />
<br />
'''(H9.1b) Use for all W-Beam and Thrie Beam Guardrails with cap rail except for temporary bridges. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u>, <u>Bridge Guardrail (Thrie Beam).</u><br />
<br />
'''(H9.1c) Use for temporary bridges.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides. Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use. <br />
<br />
'''Use following three notes for all W-Beam and Thrie Beam Guardrails with cap rail.'''<br />
<br />
'''(H9.2)'''<br />
:Panel lengths of channel members shall be attached continuously to a minimum of four posts and a maximum of six posts (except at end bents).<br />
<br />
'''(H9.3) Include reinforcement with new bridges except double-tees and temporary bridges. Include elastomeric material when a base plate is used except for temporary bridges. Use “other items” for temporary bridges. '''<br />
<br />
:All bolts, nuts, washers, <u>and</u> plates<u>,</u> <u>and reinforcement</u> <u>and elastomeric material</u> will be considered completely covered by the contract unit price for <u>Bridge</u> <u>Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>other items</u>.<br />
<br />
'''(H9.4) Use underlined part for temporary bridges.'''<br />
:All steel connecting bolts and fasteners for posts and railing, and all anchor bolts, nuts, washers and plates shall be galvanized after fabrication <u>except for bottom plate</u>. Protective coating and material requirement of steel railing shall be in accordance with Sec 1040.<br />
<br />
'''(H9.5) Use post instead of blockout for temporary bridges. For 38-inch two tube rails use the larger shims.'''<br />
:Rail posts shall be set perpendicular to roadway profile grade, vertically in cross section and aligned in accordance with Sec 713 except that the rail posts shall be aligned by the use of <u>3 x 1 3/4-inch</u> <u>6 1/2 x 6 1/2-inch</u> shims such that the post deviates not more than 1/2 inch from true horizontal alignment after final adjustment. The shims shall be placed between the <u>blockout</u> <u>post</u> and the <u>thrie beam</u> rail. The thickness of the shims shall be determined by the contractor and verified by the engineer before ordering material for this work.<br />
<br />
'''(H9.6.1) Use when a base plate is bearing on concrete except for temporary bridges.''' <br />
:Rail posts shall be seated on 1/16-inch elastomeric pads having the same dimensions as the post base plate. Such pads may be any elastomeric material, plain or fibered, having hardness (durometer) of 50 or above, as certified by the manufacturer. Additional pads or half pads may be used in shimming for alignment. Post heights shown will increase by the thickness of the pad. <br />
<br />
'''(H9.6.2) Use note for base plates set on grout pads (38-inch Two Tube Rail).'''<br />
:Rail posts shall be set plumb and aligned in accordance with Sec 713.<br />
<br />
'''Use H9.7 thru H9.19 for Thrie Beam Guardrail only.'''<br />
<br />
'''(H9.7)'''<br />
:At the expansion slots in the thrie beam rails and channels, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.8) Use post instead of blockout for temporary bridges. '''<br />
:At the thrie beam connection to <u>blockout</u> <u>post</u> on wings, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.9)'''<br />
:Minimum length of thrie beam sections is equal to one post space.<br />
<br />
'''(H9.10)'''<br />
:A 5/8-inch diameter button-head, oval shoulder bolt with a minimum 3/8-inch thick hex nut shall be used at all slots. <br />
<br />
'''(H9.11)'''<br />
:Thrie beam guardrail on the bridge shall be 12-gauge steel.<br />
<br />
'''(H9.12) Use top plates instead of cap rail angles for temporary bridges.'''<br />
:Posts, <u>cap rail angles,</u> <u>top plates,</u> <u>base</u> <u>bent</u> <u>post</u> plates, <u>blockouts,</u> channels and channel splice plates shall be fabricated from ASTM A709 Grade 36 steel and galvanized.<br />
<div id="(H9.13) Use for placement"></div><br />
<br />
'''(H9.13) Use for placement or replacement of end treatment with thrie beam rail.'''<br />
:<u>Cost for providing holes for new guardrail attachment will be considered completely covered by the contract unit price for other items.</u> <br />
<br />
'''(H9.15) Use post instead of blockout for temporary bridges.'''<br />
:Flat washers 3 x 1 3/4 x 3/16-inch minimum shall be used at all post bolts between the bolt head and beam. The washers shall be rectangular in shape with an 11/16 x 1-inch slot, or when necessary of such design as to fit the contour of the beam. Rectangular washers 3 x 1 3/4 x 5/8-inch shall be used between the <u>blockout</u> <u>post</u> and the thrie beam rail.<br />
<br />
'''(H9.16)'''<br />
:Special drilling of the thrie beam may be required at the splices. All drilling details shall be shown on the shop drawings.<br />
<br />
'''(H9.17''')<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.18) Do not use for prestressed double-tee or temporary bridges.'''<br />
:Expansion splices in the thrie beam rail shall be made at either the first or second post on either side of the joint and on structure at bridge ends. When the splice is made at the second post, an expansion slot shall be provided in the thrie beam rail for connection to the first post to allow for movement.<br />
<br />
'''(H9.19) Do not use for prestressed double-tee or temporary bridges.'''<br />
:In addition to the expansion provisions at the expansion joints, expansion splices in the thrie beam rail and the channel shall be provided at other locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''Do not use Notes H9.20 thru H9.29 for temporary bridges. '''<br />
<br />
'''(H9.20) Use for prestressed double-tee bridges. '''<br />
:Expansion splices in the thrie beam rail and the channel shall be provided at locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''(H9.21)'''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the top of the post and the channel member as required for vertical alignment. <br />
<br />
'''(H9.22) Place near Part Section at Rail Post. '''<br />
:See slab sheet for rail post spacing.<br />
<br />
'''(H9.23)'''<br />
:See Missouri Standard Plan 606.00 for details not shown.<br />
<br />
'''(H9.24) Place near detail of bent bolt used for new bridges except double tees. '''<br />
:Bolt shall not be bent in slab depths greater than 14 inches, use 12 inches straight embedment. <br />
<br />
'''(H9.25) Place near details of shim plates used for horizontal alignment of State System 3. '''<br />
:Shim plates 6 x 3 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.26) Place in General Notes and near details of shim plates used for horizontal alignment.''' <br />
:Shim plates shall be galvanized after fabrication. <br />
<br />
'''(H9.27) Place near details of shim plates used for horizontal alignment of State System 4. '''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the W6x20 post and 6 x 6 x 3/8-inch plate. Shim plates 6 x 3 1/2 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.28) Place near detail specifying bar support at bent plates. '''<br />
:Bar supports shall be Beam Bolsters (BB-ref. CRSI) and shall be galvanized. See Sec 706.<br />
<br />
'''Use H9.31 thru H9.38 for temporary bridges except for Note H9.32 which is also used for rehabilitation of existing bridges and Note H9.34 which is used for all bridge types.'''<br />
<br />
'''(H9.31)'''<br />
:If Type A guardrail is not attached to ends of the temporary structure, flared ends shall be required. The existing thrie beam rails shall be modified to accept flared ends. Cost for furnishing and installing flared ends will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H9.32)'''<br />
:Contractor shall verify all dimensions in field before ordering materials.<br />
<br />
'''(H9.33) Place near Part Section at Rail Post. '''<br />
:See preceding sheet for rail post spacing.<br />
<br />
'''(H9.34) Place in General Notes or near Elevation of Thrie Beam Rail. '''<br />
:At bridge ends for head to head traffic, guardrail shall be used at all four corners and for single directional traffic, guardrail shall be used at entrance ends only unless required at the exit.<br />
<br />
'''(H9.35) Place near any detail specifying the bottom plate of the rail posts. '''<br />
:Bottom plate shall be fabricated from ASTM A709 Grade 50W steel and welded to two 5" floor bars. Bottom plate shall not be galvanized.<br />
<br />
'''(H9.36) Place near any detail specifying both the bottom and base plate of the rail posts. '''<br />
:The size of the base and bottom plate may be increased depending on which grid option is used.<br />
<br />
'''(H9.37) Place near any detail specifying the welding of post to base plate of the rail posts. '''<br />
:Optional welding of the post to the base plate, in lieu of the weld shown, is a 5/16" fillet weld all around, including the edges of the post flanges.<br />
<br />
'''(H9.38) Place near any detail specifying the semi-circular notches of the rail posts. '''<br />
:Semi-circular notches centered on the axis of the post web ends may be made to facilitate galvanizing.<br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use.<br />
<br />
'''38-inch Two Tube Rail (Also use H9.1a, H9.5, H9.6.2)'''<br />
<br />
'''(H9.40)'''<br />
:Payment for furnishing all materials and labor necessary to install bridge rail, complete in place, will be considered completely covered by the contract unit price for Bridge Rail (Two Tube Structural Steel) per linear foot.<br />
<br />
'''(H9.41)'''<br />
:HSS = Hollow Structural Section<br />
<br />
'''(H9.42)'''<br />
:Dimensions of bridge rails are measured horizontally.<br />
<br />
'''(H9.43)'''<br />
:Bridge rails will be measured to the nearest linear foot for each structure measured from end of wing to end of wing.<br />
<br />
'''(H9.44)'''<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.45)'''<br />
:Hollow structural sections shall be in accordance with ASTM A500 Grade B Structural Steel Tubing and shall meet the longitudinal CVN requirements of 15 ft-lbs at 0⁰ F, see Sec 1080 for reporting.<br />
<br />
'''(H9.46)'''<br />
:All other steel shapes and plates shall be in accordance with ASTM A709 Grade 50.<br />
<br />
'''(H9.47)'''<br />
:All anchor bolts shall be ASTM A449 Type 1 with ASTM A563 Grade DH heavy hex nuts and ASTM F436 hardened washers.<br />
<br />
'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H9.49)'''<br />
:All posts, railing, rail splices and plates shall be galvanized after shop fabrication in accordance with AASHTO M 111 and ASTM A385. Galvanized rail shall not be painted.<br />
<br />
'''(H9.50)'''<br />
:Provide railing expansion joints at 50 foot maximum intervals. Railing shall be continuous over two posts minimum. Railing expansion joints are required in rail sections that span bridge expansion joints.<br />
<br />
'''(H9.51)'''<br />
:Use grout with a minimum 24-hour f’c of 3000 psi in single placement.<br />
<br />
'''Concrete Curb for Two Tube Rail'''<br />
<br />
'''(H9.60)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H9.61)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H9.62)'''<br />
:Minimum lap for longitudinal R-bars is 2’-5”.<br />
<br />
'''(H9.63)'''<br />
:The cross-sectional area of curb above the slab = 0.75 sq. ft.<br />
<br />
'''(H9.64)'''<br />
:Concrete in the curb shall be Class B-2.<br />
<br />
'''(H9.65)'''<br />
:The curb shall be cured by application of Type 1-D Liquid Membrane-Forming Curing Compound in accordance with Sec 1055 and sealed in accordance with Sec 703. The contractor shall remove all curing compound in accordance with the manufacturer’s recommendations before the concrete sealer is applied.<br />
<br />
'''(H9.66)'''<br />
:Measurement of the curb is to the nearest linear foot for each structure, measured along the outside top of slab from end of wing to end of wing.<br />
<br />
'''(H9.67)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Concrete Curb (Bridge Rail) per linear foot.<br />
<br />
'''Culvert Guardrail (Also use H9.6.1, H9.12, H9.17)'''<br />
<br />
'''(H9.70)'''<br />
:Furnishing and Installing posts and guardrail on culvert as shown on this sheet will be considered completely covered by the contract unit price for Bridge Guardrail (W-Beam).<br />
<br />
'''(H9.71)'''<br />
:Furnishing and Installing posts and guardrail on culvert shall be in accordance with Sec 606 except as shown.<br />
<br />
'''(H9.72) Use for bolt-thru option'''<br />
:Holes for ASTM A307 bolts may be drilled into the culvert.<br />
<br />
'''(H9.73)'''<br />
:See Missouri Standard Plans drawing 606.50 for details not shown.<br />
<br />
=== H10. Barriers – Type A, B, C, D and H===<br />
<br />
==== H10a. Cast-In-Place Permanent Barrier====<br />
<br />
'''The following notes shall be placed in the General Notes on the elevation sheet.'''<br />
<br />
'''(H10.0.1) Use note if slip forming is allowed. Add asterisk to all C-bar leader notes and the one fiberglass bar leader note in the elevation of barrier. '''<br />
:'''*''' Slip-formed option only.<br />
<br />
'''(H10.0.2) Both methods may be used unless otherwise specified on Bridge Memorandum.''' <br />
:Conventional forming <u>or slip</u> forming <u>may</u> <u>shall</u> be used. Saw cut joints may be used with conventional forming.<br />
<br />
'''(H10.1) Exclude underlined part for single span bridges. '''<br />
:Top of barrier shall be built parallel to grade <u>with barrier joints (except at end bents) normal to grade</u>.<br />
<br />
'''(H10.2)'''<br />
:All exposed edges of barrier shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H10.3)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier per linear foot.<br />
<br />
'''(H10.4)'''<br />
:Concrete in barrier shall be Class B-1.<br />
<br />
'''(H10.5) Use for Type B, D or H barrier. Include “left” or ”right” and exclude “for each structure” when barriers on each side of the bridge are not the same type. '''<br />
:Measurement of barrier is to the nearest linear foot <u>for each structure</u>, measured along the <u>left</u> <u>right</u> outside top of slab from end of <u>wing to end of wing</u> <u>slab to end of slab</u>.<br />
<br />
'''(H10.7) Use for Type A or C barriers.'''<br />
:Measurement of barrier is to the nearest linear foot, measured along the top of slab at centerline median from end of bridge approach slab to end of bridge approach slab.<br />
<div id="(H10.7.1) Notes shall be used on all barrier curbs"></div><br />
'''(H10.7.1) Use for all barriers (see [[620.5 Delineators (MUTCD Chapter 3F)#620.5.6 Barrier Wall Delineation|Barrier Wall Delineation]]).''' <br />
<br />
:Concrete traffic barrier delineators shall be placed on top of the barrier as shown on Missouri Standard Plans 617.10 and in accordance with Sec 617. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Concrete traffic barrier delineators will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="760px" align="center" <br />
|-<br />
|Below is additional guidance for using Note H10.7.1:<br />
|-<br />
|Bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides of the delineators. For two-lane, one-way traffic, retroreflective sheeting may be on one side only unless crossroad or entranceway traffic is just beyond exit to bridge and wrong way driving is to be discouraged with retroreflective sheeting on both sides of the delineators, (white and red in this case). "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be modified, as required. For Type A and C barriers, retroreflective sheeting should be used on both sides of the delineators where there is not more than four lanes divided. <br />
|-<br />
|On bridges with more than two lanes, retroreflective sheeting is not required on both sides of the delineators. The perception of a narrowing roadway at the bridge is of lesser consequence in terms of requiring guidance devices and does not warrant retroreflective sheeting on both sides of the delineators. "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be removed at the discretion of the design team.<br />
|}<br />
<br />
'''(H10.7.2) '''<br />
:Joint sealant and backer rods shall be in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(H10.7.3) Use note if slip forming is allowed.'''<br />
:For slip-formed option, both sides of barrier shall have a vertically broomed finish and the top shall have a transversely broomed finish.<br />
<br />
'''(H10.7.4) Use for all grade separations except over railroads and county roads.'''<br />
:Plastic waterstop shall not be used with saw cut joints.<br />
<br />
<br />
'''The following three notes shall be placed under section thru barrier.''' <br />
<br />
'''(H10.8)'''<br />
:Use a minimum lap of 2'-6" for #5 horizontal barrier bars.<br />
<br />
'''(H10.9) Areas shown are for standard barrier heights and a two percent cross slope. '''<br />
:The cross-sectional area above the slab is <u>*</u> square feet.<br />
<br />
:{|<br />
|*||2.98 for a Type A barrier. <br />
|-<br />
| ||2.27 for a Type B barrier. <br />
|-<br />
| ||4.69 for a Type C barrier. <br />
|-<br />
| ||3.52 for a Type D barrier.<br />
|-<br />
| ||3.59 for a Type D barrier used as a median. <br />
|-<br />
| ||2.89 for a Type H barrier<br />
|}<br />
<br />
'''(H10.9.1) Add (2) to the dimension for the top of slab to top of the R2 bar. '''<br />
:(2) To top of bar <br />
<br />
<br />
'''The following three notes shall be used for double-tee structures. '''<br />
<br />
'''(H10.10)'''<br />
:Coil inserts shall have a concrete ultimate pullout strength of not less than 36,000 pounds in 5000 psi concrete and an ultimate tensile strength of not less than 36,000 pounds.<br />
<br />
'''(H10.11)'''<br />
:Threaded coil rods shall have an ultimate capacity of 36,000 pounds. All coil inserts and threaded coil rods shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H10.12)'''<br />
:Payment for furnishing and installing coil inserts and threaded coil rods will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
<br />
'''The following two notes, when appropriate, shall be placed under the title of the elevation of barrier. '''<br />
<br />
'''(H10.12.1) Dimensions shall be horizontal unless otherwise specified on Bridge Memorandum. '''<br />
:Longitudinal dimensions are <u>horizontal</u> <u>arc dimensions</u>.<br />
<br />
'''(H10.12.2)'''<br />
:Longitudinal dimensions are along top of <u>barrier</u> <u>outside edge of slab</u> parallel to grade.<br />
<br />
'''The following two notes shall be placed under the permissible alternate bar shape detail. '''<br />
<br />
'''(H10.13) Use R2 for Type D or H barriers, R3 for Type B barrier and M2 for two separate Type D barriers used as a median. Add (4) to the combined #5 bar leader note. Exclude note and associated detail for CIP slabs. '''<br />
:(4) The <u>R2</u> <u>R3</u> <u>M2</u> bar and #5 bottom transverse slab bar in cantilever (prestressed panels only) combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
'''(H10.14) Use R1 for Type B, D or H barriers. Use M1 for two separate Type D barriers used as a median. Add (3) to the two separated #5 bar leader notes. '''<br />
:(3) The <u>R1</u> <u>M1</u> bar may be separated into two bars as shown, at the contractor's option, only when slip forming is not used. (All dimensions are out to out.) <br />
<br />
'''(H10.15) Use note if slip forming is allowed. Place under the part elevation of barrier and add (1) to fiberglass bar leader notes in the section thru saw cut joint and part elevation of barrier. '''<br />
:(1) Four feet long, centered on joint, slip-formed option only<br />
<br />
<div id="Place general notes H10.19,"></div><br />
'''Place general notes H10.19, H10.20 and H10.7.1 on the barrier at end bents sheet with notes H10.19 and H10.20 under the Reinforcing Steel heading. '''<br />
<br />
'''(H10.19)'''<br />
<br />
:Minimum clearance to reinforcing steel shall be 1 1/2" except as shown for bars embedded into end bent. <br />
<br />
'''(H10.20) Use for Type B barrier only. Use 2’-4” and K10 bars for barrier ending on wing walls adding K13 bars with two different wing lengths. Will need to add more bars if more than two different wing lengths exist. Use 2’-6” and R6 bars for barrier ending on bridge deck. '''<br />
:Use a minimum lap of <u>2'-4"</u> <u>2’-6”</u> between K9 and <u>K10 or K13</u> <u>R6</u> bars. <br />
<br />
'''(H10.21) Place note under the K Bar Permissible Alternate Shape detail on the barrier at end bents sheet. Use K1 and K2 for Type B barrier; K9 and K10 for Type D barrier; K3 and K5 for Type H barrier. '''<br />
:The <u>K1 and K2</u> <u>K9 and K10</u> <u>K3 and K5</u> bar combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
==== H10b. Precast Temporary Barrier====<br />
<br />
'''(H10.90)'''<br />
:Method of attachment for temporary barrier shall be <u>tie-down strap</u> <u>bolt through deck</u>.<br />
<br />
'''(H10.91)'''<br />
:Temporary barrier shall not be attached to the bridge.<br />
<br />
=== H11. Fences and Sidewalks ===<br />
<br />
'''Pedestrian Chain Link Fence: General Notes'''<br />
<br />
'''(H11.1)'''<br />
:Pedestrian chain link fence shall be in accordance with Sec 1043 except all fabric shall have the top and bottom edges knuckled and pipe members shall be in accordance with ASTM F1043, high strength grade (minimum yield = 50 ksi) heavy industrial steel pipe Group 1A.<br />
<br />
'''(H11.2) Omit underlined portion when fence post is attached to back face of barrier.'''<br />
:All posts shall be vertical. <u>Grout shall be placed under the post base plates in accordance with Sec 1066</u>.<br />
<br />
'''(H11.3)'''<br />
:Payment for furnishing, galvanizing and erecting the fence and frame complete in place will be considered completely covered by the contract unit price for (<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) per linear foot.<br />
<br />
'''(H11.4)'''<br />
:Dimensions of pedestrian chain link fence are measured horizontally.<br />
<br />
'''(H11.5)'''<br />
:The maximum spacing allowed between pull post and end posts is 100 feet. Post brace and 1/2-inch diameter truss rod are required for panels adjacent to pull post and end posts only. Connect the lower end of truss rod to bottom of pull posts and end posts to which the stretcher bar is attached.<br />
<br />
:Rail clamps, dome cap, bands, tie wires, stretcher bars and truss rod connections shall be in accordance with the manufacturer's recommendations. The truss rod and truss rod connections shall have a minimum capacity of 2000 pounds. Dome cap shall fit tightly. <br />
<br />
:Expansion joints shall be placed in the horizontal pieces at not more than 30-foot centers and at all joint filler locations in the <u>curb</u> <u>barrier</u> with a minimum gap of 3/8 inch at 60° degrees F.<br />
<br />
'''(H11.6) Use underline information when fence attached to back face of barrier.'''<br />
:Steel for truss rods shall be ASTM A709 Grade 36. <u>Steel for post straps shall be ASTM A709 Grade 50. Neoprene bearing pads shall be 50 durometer and shall be in accordance with Sec 716.</u><br />
<br />
'''(H11.7) Use when fence attached on top of curb.'''<br />
:Steel for base plate shall be ASTM A709, Grade 50. <br />
<br />
'''(H11.8)'''<br />
:Contractor shall submit complete detailed shop drawings in accordance with Sec 1080.<br />
<br />
'''(H11.9)''' <br />
:All <u>base plates</u>, <u>straps</u>, <u>U-bolts</u>, <u>resin anchors</u>, hex nuts, and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:<u>U-bolts</u> <u>resin anchors</u> shall be ASTM F1554 Grade 36.<br />
<br />
:'''Note: Use note I2.1, I2.2 and I2.3 when fence post attached to back face of barrier.'''<br />
<br />
'''(H11.10) Place following note with new barrier details when fence post attached to back face of barrier.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for chain link fence.<br />
<br />
'''(H11.11) Use applicable underlined portion per pedestrian fence.'''<br />
:(<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) will be measured to the nearest linear foot for each structure, measured along the centerline fence from end of fence to end of fence.<br />
<br />
'''(H11.12)'''<br />
:Chain link wire fabric shall be 9 gage minimum, 2-inch diamond mesh.<br />
<br />
'''(H11.13)'''<br />
:The chain link fence shall be built in accordance with Sec 607 and Sec 1043.<br />
<br />
'''(H11.14)'''<br />
:For details of <u>pedestrian curb</u> <u>barrier</u>, see sheet No. _.<br />
<br />
'''(H11.15) Place following note with pedestrian curb or barrier details.'''<br />
:For pedestrian chain link fence, see sheet No. _.<br />
<br />
<br />
'''Sidewalks'''<br />
<br />
'''(H11.20)'''<br />
:All exposed edges of sidewalk shall have either a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H11.21)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Sidewalk (Bridges) per sq. foot.<br />
<br />
'''(H11.22)'''<br />
:Concrete in the sidewalk shall be Class B-2.<br />
<br />
'''(H11.23)'''<br />
:Measurement of the sidewalk is to the nearest square foot for each structure, measured horizontally from the outside face of barrier to the outside edge of sidewalk and from end of slab to end of slab.<br />
<br />
<br />
'''Decorative Fencing and Pedestrian Fencing: Pedestrian Curb (Effective March 1, 2024)'''<br />
<br />
'''(H11.30)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H11.31)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H11.32)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Pedestrian Curb per linear foot. <br />
<br />
'''(H11.33)'''<br />
:Concrete in curb shall be Class B-1. <br />
<br />
'''(H11.34)'''<br />
:Measurement of pedestrian curb is to the nearest linear foot for each structure, measured along the outside top of curb from end of curb to end of curb. <br />
<br />
'''(H11.35)'''<br />
:Center of posts shall clear curb joints or ends by at least 6 inches. <br />
<br />
'''(H11.36)'''<br />
:Minimum lap for longitudinal R-bars is 2'-7".<br />
<br />
<br />
'''Decorative Fencing: Pedestrian Fence (Effective March 1, 2024)'''<br />
<br />
'''(H11.37)'''<br />
:These details are a general representation of a Decorative Pedestrian Fence. The actual fence components and component positions may be different than what is shown. <br />
<br />
'''(H11.38)'''<br />
:Fence shall have a gloss black finish (Federal Standard #17038). See special provisions.<br />
<br />
'''(H11.39)'''<br />
:<u>Base plate</u> <u>Connection angle</u> shall be ASTM A709, Grade 50.<br />
<br />
'''(H11.40) Use anchors instead of U bolts where the top of barrier is less than 9 inches wide or when the barrier is to be slip–formed and fence post is attached to back face of barrier.'''<br />
:All <u>base plates</u> <u>connection angles</u>, <u>U-bolts,</u> <u>resin anchors,</u> hex nuts and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''(H11.42)'''<br />
:Measurement of decorative pedestrian fence will be made horizontally and to the nearest linear foot along centerline fence.<br />
<br />
'''(H11.43) Heights available in standard pay items are 30 in., 48 in., 60 in., 72 in. & 96 in.'''</br><br />
:Payment for furnishing and erecting the fence complete in place will be considered completely covered by the contract unit price for (__ in.) Decorative Pedestrian Fence (Structures).<br />
<br />
'''(H11.44)'''<br />
:All fence posts shall be vertical.<br />
<br />
'''(H11.45)'''<br />
:Grout shall be placed under the post <u>base plates</u> <u>connection angles (horizontal leg)</u> in accordance with Sec 1066.<br />
<br />
'''(H11.46)'''<br />
:Decorative pedestrian fencing shall be in accordance with 2020 AASHTO LRFD Bridge Design Specifications, 9th Ed.<br />
<br />
'''(H11.47)'''<br />
:Shop drawings and structural calculations will not be required for the decorative pedestrian fences on the Bridge Pre-qualified Products List.<br />
<br />
'''(H11.48)'''<br />
:All materials used in fabrication and construction of the decorative pedestrian fencing shall be in accordance with the manufacturer's specifications, except as modified in the contract documents. <br />
<br />
'''(H11.49)'''<br />
:Decorative pedestrian fencing system shall be supplied by only one manufacturer. Decorative pedestrian fencing system shall include all components except the <u>resin anchors</u> <u>U-bolts</u> and hardware<u>, and #4 bars welded to the U-bolts</u>. The assembly of the pickets to the rails and the rails to the posts shall be the same as the style mentioned for the manufacturer.<br />
<br />
'''(H11.50)'''<br />
:See Bridge Pre-qualified Products List (BPPL) for a list of approved manufacturers.<br />
<br />
'''(H11.51) Omit this note if resin anchors are used.'''<br />
:Substitution for the U-bolt cages will not be permitted.<br />
<br />
'''(H11.52) Omit this note if resin anchors are used.''' <br />
:U-bolts shall be ASTM F1554 Grade 36.<br />
<br />
'''(H11.53) Omit this note if resin anchors are used.'''<br />
:For details of pedestrian curb, see sheet No. __.<br />
<br />
'''(H11.54) Place following note with pedestrian curb or barrier details.'''<br />
:For details of decorative pedestrian fence, see sheet No. __.<br />
<br />
'''Use note (H11.55) to (H11.57) where the top of barrier is less than 9 inches wide or when the barrier is to be slip – formed and fence post attached to back face of barrier.'''<br />
<br />
'''(H11.55)'''<br />
:Resin anchors shall be ASTM F1554 Grade 36.<br />
<br />
'''Use note I2.1, I2.2 and I2.3.'''<br />
<br />
'''(H11.56)'''<br />
:For details of barrier, see sheet No. ___.<br />
<br />
'''(H11.57) Place following note with new barrier details.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for decorative fence.<br />
<br />
=== H12. Miscellaneous ===<br />
<br />
'''Construction Joint'''<br />
<br />
'''(H12.1)'''<br />
:Finish each side of joint with a 1/4 inch radius edging tool.<br />
<br />
'''Pin and Flat Hexagonal Nut'''<br />
<br />
<br />
'''(H12.2)'''<br />
:{|cellpadding="0"<br />
|Material:||Pin = ASTM A668 (Class F)<br />
|-<br />
|&nbsp;||Nut = ASTM A709 Grade 36<br />
|}<br />
<br />
<br />
'''Plastic Waterstop (Use in the barrier joints and parapet joints as specified in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.3 Plastic Waterstops|EPG 751.12.1.2.3 Plastic Waterstops]])'''<br />
<br />
'''(H12.3)'''<br />
:Plastic waterstop shall be placed in all formed joints, except structures with superelevation, use on lower joints only.<br />
<br />
'''(H12.4)'''<br />
:Cost of plastic waterstop, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
'''Sign Supports'''<br />
<br />
'''(H12.5)'''<br />
:Payment for furnishing and placing anchor bolts for sign supports will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H12.6)'''<br />
:Payment for furnishing and erecting approximately <u>&nbsp;&nbsp;&nbsp;</u> pounds of steel for sign supports will be considered completely covered by the contract lump sum price for Fabricated Sign Support Brackets.<br />
<br />
<br />
'''Plan of Slab: All Structures'''<br />
<br />
'''(H12.8)'''<br />
:Longitudinal slab dimensions are measured horizontally.<br />
<br />
== I. Revised Structures Notes ==<br />
<br />
<br />
=== I1. General ===<br />
<br />
'''(I1.0.1) Use “slab surface” for deck replacements. '''<br />
:Roadway surfacing adjacent to bridge ends shall match new bridge <u>slab surface</u> <u>wearing surface</u> (roadway item). <br />
<br />
'''(I1.0.2) '''<br />
:All concrete repairs shall be in accordance with Sec 704, unless otherwise noted. <br />
<br />
'''(I1.0.3) Use note when required for rush jobs.'''<br />
:Qualified special mortar in accordance with job special provisions may be used for half-sole repair <u>and deck repair with void tube replacement</u>.<br />
<br />
'''(I1.1)'''<br />
:Outline of existing work is indicated by light dashed lines. Heavy lines indicate new work.<br />
<br />
'''(I1.2)'''<br />
:Contractor shall verify all dimensions in field before finalizing the shop drawings. <br />
<br />
'''(I1.3)'''<br />
:Bars bonded in existing concrete not removed shall be cleanly stripped and embedded into new concrete where possible. If length is available, existing bars shall extend into new concrete at least 40 diameters for plain bars and 30 diameters for deformed bars, unless otherwise noted.<br />
<br />
<br />
'''Use Notes I1.4 and I1.5 where a broken concrete surface has no new concrete against it. Use bituminous paint below ground line and qualified special mortar above ground line.'''<br />
<br />
'''(I1.4)'''<br />
:The area exposed by the removal of concrete and not covered with new concrete shall be coated with an approved <u>bituminous paint</u> <u>qualified special mortar in accordance with Sec 704</u>.<br />
<br />
'''(I1.5) Use with joint filler joints with Asphaltic Concrete Wearing Surface.'''<br />
:Joint shall be cleaned per the manufacturer's recommendations. Cost of Concrete and Asphalt Joint Sealer and Backer Rod will be considered completely covered by contract unit price per other items included in the contract.<br />
<br />
'''(I1.6) Use as an asterisk note when tinting is specified on Bridge Memorandum adding corresponding asterisk to slab edge repair and superstructure repair (unformed) leader notes.'''<br />
:Match existing concrete color. Apply tinted sealer to blend repair to existing concrete.<br />
<br />
'''(I1.7) Effective for redeck jobs in June 2024 letting and later.'''<br />
:For adjusted girder deflection due to weight of new deck and barriers, see Bridge Electronic Deliverables.<br />
<br />
<br />
'''Concrete Slab with Wearing Surface'''<br />
<br />
'''(I1.10) Use note for all wearing surfaces except epoxy polymer wearing surfaces.'''<br />
:In order to maintain grade and a minimum thickness of wearing surface as shown on plans it may be necessary to use additional quantities of wearing surface at various locations throughout the structure. The cost of furnishing and installing the wearing surface will be considered completely covered in the contract unit price, including all additional labor, materials or equipment for variations in thickness of wearing surface.<br />
<br />
'''(l1.11) Use note for chip seals and polymer wearing surfaces.'''<br />
:The contractor shall exercise care to ensure spillage over joint edges is prevented and that a neat line is obtained along any terminating edge of the wearing surface.<br />
<br />
'''(l1.12) Use note only with preventive maintenance jobs.'''<br />
:Concrete for repairing concrete deck shall be a qualified special mortar in accordance with Sec 704 instead of the Class B-2 or B-1 concrete.<br />
<br />
'''(I1.13) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional concrete wearing surface and optional very early strength concrete wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional <u>Very Early Strength</u> Concrete Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Concrete Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Low Slump Concrete Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Silica Fume Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|CSA Cement Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional <u>very early strength</u> concrete wearing surfaces listed in<br/>the table. The optional <u>very early strength</u> concrete wearing surface method of measurement and<br/>basis of payment shall be in accordance with Sec 505. <br />
|}<br />
<br />
<br />
'''(I1.14) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional polymer wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Polymer Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Polymer Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Epoxy Polymer Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|MMA Polymer Slurry Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional polymer wearing surfaces listed in the<br/>table. The optional polymer wearing surface method of measurement and basis of<br/>payment shall be in accordance with Sec 623. <br />
|}<br />
<br />
'''(I1.15) Use note when specified on Bridge Memorandum.'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a black beauty type aggregate.<br />
<br />
'''(l1.16) Use note when specified on Bridge Memorandum. Requires non-standard special provision [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513].'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a high friction (HFST) aggregate in accordance with special provisions.<br />
<br />
'''(l1.17) Use note when specified on Bridge Memorandum.'''<br />
:Reflective deck cracks shall be treated in accordance with Sec 623. <br />
<br />
'''(l1.18) Use note with polyester polymer concrete (PPC) wearing surfaces.'''<br />
:Polyester polymer concrete may be substituted for Class B-2 concrete at locations of half-sole and full depth repairs. Deck repairs using polyester polymer concrete shall be placed following the procedures recommended by the manufacturer. The maximum lift height recommended by the manufacturer is not to be exceeded. Monolithic repairs are permitted when half the diameter or less of the top bar is exposed.<br />
<br />
<br />
'''Removal and Storage of Existing Bridge Rails'''<br />
<br />
'''(I1.20)'''<br />
:The existing bridge rails <u>and posts</u> shall be stored at a location as designated by the engineer on the MoDOT Maintenance Lot at <u>&nbsp;&nbsp;&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Extension of Box Culverts'''<br />
<br />
'''(I1.41)'''<br />
:Bottom of top slab, top of bottom slab, and inside faces of walls shall be built flush with the existing structure.<br />
<br />
'''(I1.42)'''<br />
:Bottom of new slab shall be built flush with the bottom of slab of the existing box and the height of walls varied as necessary to extend the walls into rock as specified.<br />
<br />
<div id="Making End Bents Integral"></div><br />
'''Making End Bents Integral'''<br />
<br />
'''(I1.51)'''<br />
:The exposed and accessible surfaces of the existing structural steel and bearings that will be encased in concrete shall be cleaned with a minimum of SSPC-SP-3 surface preparation and coated with a minimum of one coat of gray epoxy-mastic primer (non-aluminum) in accordance with Sec 1081 to produce a dry film thickness of not less than 3 mils before concrete is poured. The surface preparation and coating for girders shall extend a minimum of one foot outside the face of the girder encasement. Payment for cleaning and coating steel to be encased in concrete will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(I1.52) Use the underlined portion that matches the pay item listed in the Estimated Quantities table. Do not use “Reinforcing Steel” if it is listed in the Estimate Quantities for Slab on Steel table.'''<br />
:The ___ bars are segmented for ease of placement through girder web holes. The total bar length for ___ bars shown in Bill of Reinforcing Steel allows for one lap splice with a length of ___. Actual bar segment lengths to be determined by contractor for ease of installing bars. The contractor may use a mechanical bar splice in lieu of a lap splice. When a mechanical bar splice is used, the actual bar segment length will be determined by the contractor to accommodate manufacturer's recommendations for installation and ease of construction. The cost of furnishing and installing the bar splices will be considered completely covered by the contract unit price for <u>Reinforcing Steel</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>. No adjustment of the quantity of reinforcing steel will be allowed for the use of mechanical bar splices.<br />
<br />
'''(I1.53)'''<br />
:Cost of field drilling holes in existing <u>plate girder</u> <u>wide flange beam</u> webs will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''Curb Block-Out'''<br />
<br />
'''(I1.60)'''<br />
:7/8"&oslash; Threaded Rods with nuts and washers shall be used in place of 7/8"&oslash; Bolts (ASTM A307).<br />
<br />
'''(I1.61)'''<br />
:1"&oslash; holes shall be drilled through existing end post for placement of 7/8"&oslash; threaded rods, nuts, and washers.<br />
<br />
'''(I1.62) Use the following note for curb blockouts on curb and parapet rails with handrails where asbestos is present.'''<br />
: Asbestos (Friability Category II NF) has been detected in the insulation compound between the top of the existing concrete parapet and the base of the existing handrail posts. The contractor has the option to remove the handrail and posts or leave in place. Should the contractor elect to remove the handrail and posts, the contractor will be required to use a licensed abatement contractor during the removal. No direct payment will be made for removal of the handrail and posts, or for asbestos abatement. The described work will be considered completely covered by the contract unit price for other items in the contract.<br />
<br />
<br />
'''In "General Notes:" section of plans, place the following note under the heading "Miscellaneous:" when existing longitudinal dimensions are used.'''<br />
<br />
'''(I1.63)'''<br />
:Longitudinal dimensions are based on the original design plans.<br />
<br />
'''In "General Notes:" section of plans, place the following two notes under the heading "Beam Support:" when strengthening existing beams under traffic.'''<br />
<br />
'''(I1.64''')<br />
:All existing beams in the span being strengthened shall be raised simultaneously Dimension H at jacking point and supported during welding of new steel plates.<br />
<br />
'''(I1.65)'''<br />
:The temporary supports must be capable of safely supporting a service load of approximately Load J tons per beam (factor of safety not included). See special provisions.<br />
<br />
'''(I1.66)'''<br />
:<math>\, *</math> Scarification not required for Asphaltic Concrete, MMA Polymer Slurry and Epoxy Polymer Wearing Surfaces. <br />
<br />
<div id="Rock Blanket"></div><br />
<br />
'''Rock Blanket'''<br />
<br />
'''(I1.70) Use note for redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA.'''<br />
<br />
:The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item)<br />
<div id="(I1.71) Use"></div><br />
'''(I1.71) Use only when specified on the Bridge Memo or Design Layout.'''<br />
<br />
:Rubblized concrete from the existing bridge deck that qualifies as clean fill may be placed on spill slopes at end bents above ordinary high water line (Roadway item).<br />
<br />
=== I2. Resin & Cone Anchors ===<br />
<br />
'''Use Resin Anchors unless concrete depths are insufficient.'''<br />
<br />
'''(I2.1)'''<br />
:The contractor shall use one of the qualified resin anchor systems in accordance with Sec 1039.<br />
<br />
'''(I2.2) * Pay item in which resin anchor system is embedded.'''<br />
:Cost of furnishing and installing the resin anchor systems, complete in place, will be considered completely covered by the contract unit price for <u>*</u>.<br />
<br />
'''(I2.3)'''<br />
:The minimum embedment depth in concrete with f'<sub>c</sub> = 4,000 psi for the resin anchor systems shall be that required to meet the minimum ultimate pullout strength in accordance with Sec 1039 but shall not be less than 5".<br />
<br />
'''Note to designer:'''<br/>A minimum factor of safety of 2 should be used when determining the number of anchors to be used.<br />
<br />
'''(I2.4)(Use when reinforcing steel is substituted for the threaded rod stud.)'''<br />
:<u>A</u> <u>An epoxy coated</u> #<u>****</u> Grade 60 reinforcing bar <u>*****</u> long shall be substituted for the <u>******</u>&oslash; threaded rod.<br />
<br />
<br />
{|<br />
|****||Bar size.<br />
|-<br />
|*****||Length of bar required by design.<br />
|-<br />
|******||Diameter of threaded rod.<br />
|}<br />
<br />
<br />
'''Cone Expansion Anchors'''<br />
<br />
'''(I2.30) *** Pay item in which cone expansion anchor is embedded.'''<br />
:Cost of furnishing and installing cone expanson anchor will be considered completely covered by the contract unit price for <u>***</u>.<br />
<br />
'''(I2.31)'''<br />
:The <u>*</u>" diameter cone expansion anchors shall have a minimum ultimate pullout strength of <u>**</u> lbs. in concrete with f'<sub>c</sub> = 4,000 psi.<br />
<br />
{|style="text-align:center;" <br />
|-<br />
|width="100pt"|* DIAMETER||width="100pt"|** PULLOUT<br />
|-<br />
|3/8"||3,900<br />
|-<br />
|1/2"||7,500<br />
|-<br />
|5/8"||10,800<br />
|-<br />
|3/4"||12,000<br />
|}<br />
<br />
=== I3. Special Repair Zones - Deck Repair Notes for CIP Continuous Concrete Box Girder, Voided Slab and Solid Slab Spans (Notes for Bridge Standard Drawings RHB03 & RHB04)===<br />
<br />
'''Use applicable notes I3.1 thru I3.6 under the special repair zones heading in the deck repair notes. The special repair zones heading shall follow the order of repair heading.'''<br />
<br />
'''(I3.1) Use for structures using conventional deck repair only (no hydro demolition). '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed prior to work in Zone A. <br />
<br />
'''(I3.2) Use for structures with multiple column bents.''' <br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are completed and properly cured.</u><br />
<br />
'''(I3.3) Use for structures with single column bents. '''<br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time except for the zones directly adjacent to the centerline of bent. If either of the zones adjacent to centerline of bent has a single repair area of over 10 square feet or a total repair area of over 20 square feet, that zone shall be repaired before removing concrete in the other zone of the same designation at that bent. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are complete and properly cured.</u><br />
<br />
'''(I3.4) Use for hydro demolition projects. '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed post-hydro demolition. <br />
<br />
'''(I3.5)'''<br />
:Removal and deck repair shall be completed in one special repair zone and concrete shall have attained a compressive strength of 3200 psi before work can be started in the next special repair zone.<br />
<br />
'''(I3.6) Use for voided or solid slab structure.'''<br />
:If any single repair area does not exceed 4 square feet in size and the total repair area within a special repair zone does not exceed 12 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''Use for voided slab structures, place applicable notes I3.10 thru I3.12 under the void repair heading in the deck repair notes. The void repair heading shall follow the special repair zones heading.'''<br />
<br />
'''(I3.10) '''<br />
:Any damage sustained to the void tube as a result of the contractor's operations shall be patched or replaced as required by the engineer at the contractor's expense. <br />
<br />
'''(I3.11) Underline portion only required for Hydro Demo Case 2 details.'''<br />
:An exposed void in the deck shall be patched as approved by the engineer in a manner that shall maintain the void area completely free of concrete. Cost of patching an exposed void will be considered completely covered by the contract unit price for Half-Sole Repair <u>inside special repair zones and Monolithic Deck Repair outside special repair zones</u>. <br />
<br />
'''(I3.12) Use when deck repair with void tube replacement is required.'''<br />
:When a deteriorated portion of the void tube is beyond the point of patching as determined by the engineer, the portion of the deteriorated void tube shall be replaced. The void area shall be maintained completely free of concrete. Cutting of the longitudinal reinforcing steel will not be permitted. The fiber tubes for producing the voids shall have an outside diameter with the wall thickness the same as the existing tubes and anchored at not more than the original spacing. Cost of replacing the void tube will be considered completely covered by the contract unit price for Deck Repair with Void Tube Replacement. Measurement will be horizontal projection of the area of exposed tube in plan.<br />
<br />
<br />
'''Use for box and deck girder structures, place applicable notes I3.16 thru I3.22 as a continuation of the special repair zones heading in the deck repair notes. '''<br />
<br />
'''(I3.16)'''<br />
:Total width of full depth repair shall not exceed 1/3 of the deck width at one time. For any area of deck repair that extends over a web and is more than 18 inches in length along the web, the concrete removal <u>including removal with hydro demolition</u> shall stop at the centerline of web and repair completed in this area. Prior to continuing work in this area, the concrete shall have attained a compressive strength of 3200 psi. No traffic shall be permitted over the web that is undergoing repair. <br />
<br />
'''(I3.17)'''<br />
:When the full depth repair extends over a diaphragm or web and the deteriorated concrete extends into the diaphragm or web, all deteriorated concrete shall be removed and replaced as full depth repair. Concrete in webs shall not be removed below the slab haunch of the girder without prior review and approval from the engineer.<br />
<br />
<br />
'''Use notes I3.20 and I3.22 for box girder structures only. '''<br />
<br />
'''(I3.20)'''<br />
:Interior falsework installed by the contractor resting on the bottom slab shall be removed where entry access is available.<br />
<br />
'''(I3.21) This applies for each zone and not similarly lettered zones as a group. '''<br />
:If any single repair area does not exceed 9 square feet in size and the total repair area within a special repair zone does not exceed 27 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''(I3.22)'''<br />
:Half-sole repair in the special repair zone, on either side of the intermediate bents, shall be to a depth that will not expose half the diameter of the longitudinal reinforcing bar. Full depth repair shall be made when removal of deteriorated concrete exposes half or more of the diameter of the longitudinal reinforcing bar. <br />
<br />
'''(I3.30) Use for hydro demolition projects.''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; (2) equals ¼ inch; and (3) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface plus (1) of existing deck.</u><br />
:<u>2. Power wash deck to identify sound and unsound existing deck repair.</u><br />
:3. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. <u>Removal of existing deck repair</u><br />
::<u>b.</u> Half-sole repair<br />
::<u>c. Deck repair with void tube replacement</u><br />
::<u>d. Full depth repair</u><br />
:<u>4. Outside special repair zones, remove existing deck repair.</u><br />
:5. Complete total surface hydro demolition, removing (2) minimum of sound concrete inside special repair zones and removing (3) minimum of sound concrete and all deteriorated concrete outside special repair zones.<br />
:6. Sound deck and if needed complete incidental concrete removal.<br />
:''(Guidance: Use for Case 1 RHB03)''<br />
:<u>7. Outside special repair zones, complete full depth repair.</u><br />
:''(Guidance: Use for Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:<u>7. Outside special repair zones, complete the following repairs:</u><br />
::<u>a. Half-sole repair</u> ''(Guidance: Case 2 RHB04)''<br />
::<u>b. Deck repair with void tube replacement</u> ''(Guidance: Case 1 & 2 RHB04)''<br />
::<u>c. Full depth repair</u> ''(Guidance: Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:8. Place new wearing surface including additional material for areas of monolithic deck repair.<br />
<br />
'''(I3.31) Use for non-hydro demolition projects (conventional deck repair only).''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface</u> <u>plus (1) of existing deck.</u><br />
:2. Sound deck to identify areas in need of repair.<br />
:3. Outside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:4. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:5. Place new wearing surface.<br />
<br />
===I4. Fiber Reinforced Polymer (FRP) Wrap - Bent Cap Shear Strengthening===<br />
<br />
'''(I4.1)''' <br />
:Design force is the factored shear force at any cross section in each design region that shall be resisted entirely by the FRP reinforcement.<br />
<br />
'''(I4.2)''' <br />
:See special provisions.<br />
<br />
===I5. Fiber Reinforced Polymer (FRP) Wrap – Intermediate Bent Column Strengthening for Seismic Details for Widening. Report following notes on Intermediate bent plan details.===<br />
<br />
'''(I5.1)''' <br />
:Factored axial resistance of new columns = _____ kip and factored axial resistance of existing columns = _____ kip. The factored axial resistance of the existing column with FRP wrap shall not be less than the factored axial resistance of the new columns.<br />
<br />
'''(I5.2)''' <br />
:See special provisions.<br />
<br />
== J. MSE Wall Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== J1. General ===<br />
<br />
'''(J1.1)'''<br />
:For strength limit state and <u>extreme event limit state</u>, the wall designer to confirm that the minimum Capacity to Demand Ratio (CDR) for bearing, sliding, overturning, eccentricity, and internal stability is greater than equal to 1.0. MSE wall designer shall include this note on shop drawings.<br />
:<u>For Extreme Event I limit state, the wall designer shall design wall for Ɣ<sub>EQ</sub> = 0.5.</u><br />
<br />
'''(J1.2) Use either or both factored bearing resistance notes for foundation ground with appropriate value(s) as determined by the Geotechnical Section and reported in the Foundation Investigation Geotechnical Report times resistance factor and use the following maximum applied factored bearing stress instructional note. Extreme event portions of the instructional note shall be included when seismic design is required for category B, C, or D or when collision loads are considered.'''<br />
:<u>For unimproved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:<u>For improved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:The maximum applied factored bearing stress for the strength <u>and extreme event</u> limit state(s) at the foundation level shall be shown on the shop drawings and shall be less than the factored bearing resistance.<br />
<br />
'''(J1.3) Use the underlined portion when limits of improved foundation ground is required by Geotechnical Section.''' <br />
:Factored bearing resistance <u>and limits of improved foundation ground</u> shall be used as shown on the plans. No adjustments are allowed.<br />
<br />
'''(J1.4) Use for MSE walls that support another structure foundation (i.e. support abutment fill, building or Bridge MSE wall) in SDC B or C (seismic zone 2 or 3). Use for all MSE walls in SDC D.''' <br />
:<u>Seismic analysis provisions shall not be ignored for MSE wall design.</u><br />
<br />
'''(J1.5) Use for MSE walls that do not support another structure foundation (i.e. Not supporting abutment fill or building (District MSE wall) in SDC B or C (seismic zone 2 or 3)) and only if Geotechnical report allow otherwise use note J1.4. Use note J1.4 for all MSE walls in SDC D.''' <br />
:<u>No-Seismic-Analysis provisions may be considered for MSE wall design in accordance with LRFD 11.5.4.2.</u><br />
<br />
'''(J1.6) Use for MSE walls when traffic barrier is provided in front of MSE wall.'''<br />
:The cost of joint filler and joint seal, complete in place, will be considered completely covered by the contract unit price for Concrete Traffic Barrier (Type <u>B</u> <u>D</u>). See Roadway Plans. <br />
<br />
'''(J1.7)'''<br />
:&oslash;<sub>b</sub> = <u>&nbsp; &nbsp;</u>&deg; and Unit weight, Ɣ<sub>b</sub> = ___pcf for retained backfill material to be retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.8) Use either or both foundation parameter notes for foundation ground as determined by the Geotechnical Section and reported on the Foundation Investigation Geotechnical Report.'''<br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for unimproved foundation ground where wall is to bear.</u><br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for improved foundation ground where wall is to bear.</u><br />
<br />
'''(J1.9)'''<br />
:Contractor shall include design ø<sub>r</sub> (actual ø<sub>r</sub> &ge; 34&deg; and the total unit weight, Ɣ<sub>r</sub>, for the select granular backfill (reinforced backfill and wedge area backfill) for structural systems on shop drawings. Contractor shall identify source of select granular backfill material, submit proctor in accordance with AASHTO T 99 (ASTM D698) and gradation with the shop drawings. When backfill material is too coarse to develop a proctor curve the contractor shall determine the maximum dry density (relative density) in accordance with ASTM D4253 and ASTM D4254 and assume percent passing the 200 sieve for optimum water content.<br />
<br />
:Total unit weight, Ɣ<sub>r</sub> = (95% compaction) x (maximum dry density) x (1 + optimum water content) <br />
<br />
'''(J1.10)'''<br />
:Design Ф<sub>r</sub> = 34&deg; for the select granular backfill (reinforced backfill) only for structural systems.<br />
<br />
'''(J1.11)'''<br />
:All concrete for leveling pad <u>and coping</u> shall be Class B or B-1 with f'<sub>c</sub> = 4000 psi.<br />
<br />
'''(J1.12) '''<br />
:The minimum compressive strength of concrete for <u>precast modular panel</u> <u>precast modular (drycast and wetcast) block</u> shall be 4,000 psi in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1052].<br />
<br />
'''(J1.13) For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Use this note if epoxy coated reinforcements required for MSE wall.'''<br />
:Precast modular panel, drycast modular, wetcast modular block and coping (or capstone) reinforcement shall be epoxy coated.<br />
<br />
'''(J1.14)'''<br />
:Soil reinforcement shall be spaced to avoid roadway drop inlet behind wall.<br />
<br />
'''(J1.15)'''<br />
:A filter cloth meeting the requirements for a Separation Geotextile material shall be placed between the select granular backfill for structural systems and the backfill being retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.16) Use for all precast modular panel wall systems.'''<br />
:Minimum 18” wide geotextile strips shall be centered at vertical and horizontal joints of panel. Geotextile material shall be adhered to back face of panel using an adhesive compound supplied by the manufacturer. All edges of each fabric strip shall provide a positive seal. A minimum 12” overlap shall be provided between spliced filter fabric. <br />
<br />
'''(J1.17) Use for all precast modular panel wall systems.''' <br />
:Coping shall be required on this structure. When CIP coping sections extend beyond the limits of a single panel, bond breaker (roofing felt or other approved alternate) between wall panel and coping is required. Coping joints shall use ¾-inch chamfers and shall be sealed with ¾-inch joint filler. Coping reinforcement shall terminate 1 ½-inch minimum from face of coping joint.<br />
<br />
'''(J1.18) '''<br />
:Wall contractor shall show the following items on the design drawings and/or on the fabricator shop drawings. <br />
::1. Leveling pad horizontal.<br />
::2. Leveling pad length and step elevations shall be based on wall manufacture’s recommendation. Top of leveling pad elevations shall not be higher than theoretical top of leveling pad elevations shown on these plans.<br />
<br />
'''Use for drycast modular block wall system or wetcast modular block wall system unless either wall system is to be built vertical.'''<br />
<br />
'''(J1.19)'''<br />
:The top and bottom elevations are given for a vertical wall. The height of the wall shall be adjusted as necessary to fit the ground slope and the concrete leveling pad shall be adjusted as necessary to account for the wall batter. If a fence is built on an extended gutter, then the height of the wall shall be adjusted further.<br />
:The baseline of the wall shown is for a vertical wall. This baseline shall correspond to Elevation _____.<br />
<br />
'''(J1.20)'''<br />
:The contractor shall be solely responsible to coordinate construction of the wall with bridge and roadway construction and ensure that the bridge and roadway construction, resulting or existing obstructions, shall not impact the construction or performance of the wall. Soil reinforcement shall be designed and placed to avoid damage by pile driving, guardrail post installation, utility and sign foundations. (See Roadway and Bridge plans.)<br />
<br />
'''PREQUALIFIED MSE WALL SYSTEMS'''<br />
<br />
'''(J1.21) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="6" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|MSE Wall Systems Data Table<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Proprietary Wall<br/>Systems<br />
!colspan="4" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Combination Wall Systems<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|System<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing Unit<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing<br/>Unit<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Geogrid<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Geogrid<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
|colspan="6" align="left"|MSE Wall Systems Data Table is to be completed by MoDOT construction personnel<br/> to record the manufacturer of the proprietary wall system or the manufacturers of the<br/>combination wall system that was used for constructing the MSE wall.<br />
|}<br />
<br />
'''(J1.22) Use for all precast modular panel wall systems. Use for drycast modular block wall system or wetcast modular block wall system if either system is to be built vertical.'''<br />
:<u>The MSE wall system shall be built vertical.</u><br />
<br />
'''(J1.23) Use when the type of MSE wall system is not optional.'''<br />
:The MSE wall system shall be a <u>drycast modular block or wetcast modular block</u> <u>precast modular panel</u> wall system.<br />
<br />
'''(J1.24)'''<br />
:Topmost layer of reinforcement shall be fully covered with select granular backfill for structural systems, as approved by the wall manufacturer, before placement of the Separation Geotextile.<br />
<br />
'''(J1.25)''' <br />
:Minimum ____ diameter perforated PVC or PE pipe. <br />
<br />
'''(J1.26)'''<br />
:Manufacturer shall show drain details on design plans to be submitted as shown on MoDOT MSE wall plans and/or roadway plans. <br />
<br />
'''(J1.27)'''<br />
:Contractor shall modify the drain details as shown if it will improve flow as may be the case for a stepped leveling pad, and for an uneven ground line (approval of the engineer required).<br />
<br />
'''(J1.28) '''<br />
:Select granular backfill shall extend a minimum of 12" beyond the end of all soil reinforcement. Where the angle, Ɵ, between the retained backfill excavation/fill line and the horizontal is less than 90°, the wedge area backfill between Ɵ and 90° shall be filled with select granular backfill for structural systems meeting the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010].<br />
::- For 45° < Ɵ ≤ 90°, properties for retained backfill shall be used for active force computations.<br />
::- For Ɵ ≤ 45°, contractor shall have the option to use properties for select granular backfill, Ф<sub>r</sub>, or better aggregate material for active force computations in the wedge area backfill. For active force computations, the angle of internal friction for wedge area backfill material, Ф<sub>r</sub>, shall be limited to 34° unless determined otherwise in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010]. If Ф<sub>r</sub> > 34° is desired for wedge area backfill then test report shall be submitted with manufacturer's design plans. Ф<sub>r</sub> shall not be greater than 40°. Final configuration of this option shall be sent to Geotechnical Section for a new overall global stability analysis. Design Ф<sub>r</sub>° shall be shown on the manufacturer's design plans if used. <br />
:The slope excavation line shall be benched and separation geotextile shall be placed between the retained backfill and either select granular backfill or better aggregate material, and between the select granular backfill and better aggregate material.<br />
:Show range of acceptable theta (Ɵ) angle on shop drawings which must be consistent with design computations and proposed construction of wall. Show active force computation properties (Ф° = Ф<sub>r°</sub> and γ = γ<sub>r</sub> or Ф° = Ф<sub>b°</sub> and γ = γ<sub>b</sub>) on shop drawings and in design computations. Coordination between wall designer (manufacturer) and contractor is required before shop drawing submittal.<br />
<br />
:{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="5" style="background:#BEBEBE"| Material Properties Used In Design<br />
|-<br />
!colspan="2" style="background:#BEBEBE"|Reinforced Fill/Select Granular Backfill!!colspan="2" style="background:#BEBEBE"|Active Force Computations!! style="background:#BEBEBE" width="125"|Foundation<br />
|-<br />
|width="80"|ф<sub>r</sub>°||width="80"| γ<sub>r</sub> (pcf) ||width="80"| ф° ||width="80"|γ (pcf) ||width="80"| ø<sub>f</sub>°<br />
|-<br />
| &nbsp; || || || || <br />
|}<br />
<br />
:MSE Wall designer shall include table on shop drawings and provide values used in the design computations. Effects of cohesion shall be ignored unless approved by the engineer.<br />
<br />
'''Use Notes J1.29 thru J1.33 for all precast modular panel wall systems'''<br />
<br />
'''(J1.29)'''<br />
:Inverted U-shape reinforced capstone may be used in lieu of coping. Panel dowels for level-up concrete shall be required, and provided by manufacturer. The dowels shall be field trimmed to clear the capstone by a minimum of 1 1/2 inches and a maximum of 2 1/2 inches.<br />
<br />
'''(J1.30) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than or equal to 10 feet. <br />
<br />
'''(J1.31)'''<br />
:Aluminized soil reinforcement shall have edges coated with coating material per manufacturer.<br />
<br />
'''(J1.32) Use for MSE Walls when there may be contact between dissimilar metals.'''<br />
:All steel soil reinforcements shall be separated from other metallic elements by at least 3 inches. <br />
<br />
'''(J1.33)''' <br />
:Use default values for the pullout friction factor, F<sup>*</sup>, in accordance with LRFD figure 11.10.6.3.2-2 and default value for scale effect correction factor, α, in accordance with LRFD table 11.10.6.3.2-1. For approved steel strips not shown in LRFD figure 11.10.6.3.2-2, use F<sup>*</sup> ≤ 2.0 at zero depth and F<sup>*</sup> ≤ Tan Ф<sub>r</sub> at 20 feet depth and Фr design = 34°. F<sup>*</sup> and α values shall be shown on the shop drawings.<br />
<br />
'''(J1.34) Use for all MSE wall plans.'''<br />
:The MSE wall system shall be built in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 720].<br />
<br />
'''(J1.35) Use for MSE Walls when there may be obstructions in reinforced soil mass.'''<br />
:The splay angle should be less than 15° and tensile capacity of splayed reinforcement shall be reduced by the cosine of the splay angle. Soil reinforcement shall clear the obstruction by at least 3 inches.<br />
:No reinforcement shall be left unconnected to the wall face or arbitrarily cut/bent in the field to avoid the obstruction.<br />
:Where interference between the vertical obstruction and the soil reinforcement is unavoidable, the design of the wall near the obstruction may be modified using one of the alternatives in FHWA-NHI-10-024, Section 5.4.2. Show detail layout on the drawings. For wall designs with horizontal obstructions in reinforced soil mass, see FHWA-NHI-10-024, Section 5.4.3.<br />
<br />
'''Use Notes J1.36 thru J1.40 for drycast modular block wall systems or wetcast modular block wall systems.'''<br />
<br />
'''(J1.36) Permanent shims for drycast modular block wall systems or wetcast modular block wall systems:'''<br />
:Permanent shims will be sparingly allowed to maintain horizontal and vertical control. The preferable shim shall be made of a plastic material that will not rust, stain, rot or leach onto the concrete and has a minimum compressive strength equal to block wall unit. Steel or wood shims will not be allowed. Shims shall not exceed 3/16 inch in thickness and shall distribute load in order to not induce stress into block wall units. No shim shall be used between the concrete leveling pad and the base course of the block wall.<br />
<br />
'''(J1.37)''' <br />
:Holes shall be 5/8-inch round and extended 4 inches into the third layer of blocks, recessed 2 inches deep by 1 1/2 inches round.<br />
<br />
'''(J1.38)'''<br />
:Rods or reinforcing bars shall be secured by an approved resin anchor system in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1039].<br />
<br />
'''(J1.39)'''<br />
:Recess hole shall be backfilled with non-shrink cement grout.<br />
<br />
'''(J1.40) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than 10 feet. <br />
<br />
'''(J1.41) Use when interior angle between two precast modular panel walls is less than or equal to 70°.'''<br />
:When interior angle between two walls is less than or equal to 70°, the affected portion of the MSE wall shall be designed as an internally tied bin structure with at-rest earth pressure coefficients. Acute angle corner structures shall not be stand-alone separate structures. For additional design steps see (FHWA-NHI-10-024).<br />
<br />
'''Use for all MSE wall plans.''' <br />
<br />
'''(J1.42) '''<br />
:Excavation quantities and pay items are given on the roadway plans. Excavation quantities are based on a soil reinforcement length of _____ ft. The soil reinforcement length may vary based upon the wall design selected by the contractor. Plan excavation quantities will be paid regardless of any actual quantities removed based on the soil reinforcement length and design selected.<br />
<br />
'''(J1.43) For staged bridge construction with MSE walls at the abutments show following note on the plan details when temporary MSE wall is required. Also use note J1.41 when interior angle between two walls is 65° to 70°.'''<br />
:Contractor shall be responsible for the internal stability, external stability, compound stability, and overall global stability of the temporary MSE wall structure. The soil parameters assumed for the temporary MSE wall design shall be those shown on the plan details for the MSE Wall and shown in the foundation report. The contractor shall submit the proposed method of temporary MSE wall construction to the engineer prior to beginning work.<br />
:See special provisions.<br />
<br />
== K. Approach Slab Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== K1. General ===<br />
<br />
'''(K1.1) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:All concrete for the bridge approach slab <u>and sleeper slab</u> shall be in accordance with Sec 503 (f'<sub>c</sub> = 4,000 psi).<br />
<br />
'''(K1.2)'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed fiber expansion joint filler, except as noted.<br />
<br />
'''(K1.3) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab <u>and the sleeper slab</u> shall be epoxy coated Grade 60 with F<sub>y</sub> = 60,000 psi.<br />
<br />
'''(K1.4)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<div id="(K1.5.1)"></div><br />
<br />
'''(K1.5.1) Use for Bridge Approach Slab (Major Road).'''<br />
:The reinforcing steel in the bridge approach slab and the sleeper slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 24 inches for #5 bars and 40 inches for #6 bars, or by mechanical bar splice.<br />
<br />
'''(K1.5.2) Use for Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 26 inches for #4 bars, or by mechanical bar splice.<br />
<br />
'''(K1.6) Use underline portion when mechanical bar splices are required due to staged construction. '''<br />
:Mechanical bar splices shall be in accordance with Sec 710. <u>(Estimated ____ splices per slab) </u><br />
<br />
'''(K1.7)'''<br />
:<math>\, *</math> Seal joint between vertical face of approach slab and wing with sealant in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(K1.11)'''<br />
:The contractor shall pour and satisfactorily finish the <u>bridge</u> <u>semi-deep</u> slab before placing the bridge approach slab.<br />
<br />
'''(K1.12)'''<br />
:Longitudinal construction joints in approach slab <u>and sleeper slab</u> shall be aligned with longitudinal construction joints in <u>bridge</u> <u>semi-deep</u> slab.<br />
<br />
'''(K1.13) Use for Bridge Approach Slab (Major Road)'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the approach slab, including the timber header, sleeper slab, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Major Road) per square yard.<br />
<br />
'''(K1.14a) Use for Bridge Approach Slab (Minor) – Concrete Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the concrete bridge approach slab, including the timber header, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.14b) Use for Bridge Approach Slab (Minor) – Asphalt Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the asphalt bridge approach slab, including tack, curb and Type 5 aggregate base within the pay limits shown, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.15) Use for Bridge Approach Slab (Major Road) and Bridge Approach Slab (Minor Road) – Concrete Slab Only'''<br />
:For concrete approach pavement details, see roadway plans.<br />
<br />
'''(K1.16) Use for Bridge Approach Slab (Major Road)'''<br />
:See Missouri Standard Plan 609.00 for details of Type A curb.<br />
<br />
'''(K1.17) Use for Bridge Approach Slab (Minor Road) – Asphalt Slab Only'''<br />
:See Missouri Standard Plan 609.00 for details of Type S curb. <br />
<br />
'''(K1.18)'''<br />
:With the approval of the engineer, the contractor may crown the bottom of the approach slab to match the crown of the roadway surface.<br />
<br />
'''(K1.19) <font color="purple">[MS Cell]</font color="purple"> Use boxed note for Bridge Approach Slab (Minor Road)'''<br />
<br />
{|style="padding: 0.3em; margin-left:1px; border:1px solid #000000; background:#ffffff" text-align:center; font-size: 95%; width="380px" align="center" <br />
|-<br />
|colspan="2"|MoDOT Construction personnel will indicate the bridge approach slab used for this structure:<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Concrete Bridge Approach Slab<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Asphalt Bridge Approach Slab<br />
|}<br />
<br />
'''(K1.20)'''<br />
:Drain pipe may be either 6" diameter corrugated metallic-coated pipe underdrain, 4" diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4" diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes&diff=58591751.50 Standard Detailing Notes2026-05-06T14:10:08Z<p>Hoskir: /* H4. Conduit System */ updated per RR4181</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="300px" align="right" <br />
|-<br />
|align="center"| '''Copying Detailing Notes from EPG to MicroStation Drawings'''<br />
|-<br />
|'''<font color="purple">[MS Cell]</font color="purple">''' in the standard detailing notes indicates those notes are available in MicroStation note cells because of the drawing associated with the note. <br />
|-<br />
|Please refer to [[media:751.50 Copying Detailing Notes May 2014.docx|Copying Detailing Notes from EPG to MicroStation Drawings]] for additional information.<br />
|}<br />
'''Underlined Portions of Notes:''' Underlined portions of standard detailing notes that are not applicable may be omitted.<br />
<br />
<br />
== A. General Notes ==<br />
<br />
=== A1. Design Specifications, Loadings & Unit Stresses and Standard Plans===<br />
<br />
'''The format for these notes as they would appear on the plans is as follows with the indention shown being optional. For additional applicable notes for MSE walls, see [[#J. MSE Wall Notes (Notes for Bridge Standard Drawings)|J. MSE Wall Notes]].'''<br />
<br />
:'''General Notes:'''<br />
<br />
::''' Design Specifications:'''<br />
:::A1.1<br />
<br />
::'''Design Loading:'''<br />
:::A1.2<br />
<br />
::''' Design Unit Stresses:'''<br />
::: A1.3 <br />
<br />
::'''Standard Plans: '''<br />
:::A1.4<br />
<br />
<br />
'''(A1.1) Design Specifications: '''<br />
<br />
'''Use for all LRFD standard culverts-bridge designs in which the design and/or details are completely covered by the Missouri Standard Plans for Highway Construction and/or EPG 751.8 in accordance with the following design specifications. '''<br />
<br />
:::2010 AASHTO LRFD Bridge Design Specifications and 2010 Interim Revisions<br />
<br />
'''Use for all LRFD bridge final designs initiated on or after June 1, 2020.'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
<br />
'''Use for all LRFD bridge final designs initiated before June 1, 2020.'''<br />
<br />
:::2017 AASHTO LRFD Bridge Design Specifications (8th Ed.)<br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated after June 1, 2024.'''<br />
<br />
:::<u>2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.)</u><br />
:::<u>Seismic Design Category = A</u> (<u>Nonseismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category =</u> <u>B</u> <u>C</u> <u>D</u> (<u>Complete Seismic Analysis</u> <u>Seismic Details plus Abutment Seismic Design</u>)<br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>__(2)</u> <br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated before June 1, 2024.'''<br />
<br />
:::<u>2011 AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Ed.) and 2014 Interim Revisions</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category = __</u> <br />
:::<u>Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> = __</u><br />
:::<u>Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = __</u> <br />
<br />
'''Use for all LFD bridge final designs.'''<br />
:::2002 AASHTO LFD (17th Ed.) Standard Specifications<br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = __</u><br />
:::<u>Acceleration Coefficient = __ </u><br />
:::<u>Bridge Deck Rating = (1)</u><br />
<br />
'''Use for all LRFD retaining wall (Conventional retaining wall, MSE wall or other) final designs. For additional applicable notes for MSE walls, see [[751.50_Standard_Detailing_Notes#J._MSE_Wall_Notes_.28Notes_for_Bridge_Standard_Drawings.29|J. MSE Wall Notes]].'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
:::2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.) <br />
:::<u>Seismic Design Category = A (Seismic Zone 1)</u><br />
:::<u>Seismic Design Category = B (Seismic Zone 2)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = C (Seismic Zone 3)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = D (Seismic Zone 4) (Seismic Analysis)</u><br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>(2)</u><br />
<br />
(1) Use when repairing concrete deck. The rating (3 to 9) is from the bridge inspection report.<br />
<br />
(2) Use value for A<sub>s</sub> per Geotech report/Design layout or N/A if not reported in Geotech report/Design layout. If A<sub>s</sub> > 0.75 then use A<sub>s</sub> = 0.75.<br />
<br />
(3) Use “No seismic analysis” if retaining wall is not supporting another structure foundation (i.e. not supporting abutment fill or building) and only if Geotech report allow this option.<br />
<br />
<div id="(A1.2) Design Loading:"></div><br />
'''(A1.2) Design Loading:'''<br />
<br />
'''Use for all LRFD bridge, retaining wall and culvert final designs.'''<br />
::Vehicular = HL-93 <u>minus lane load</u> (1)<br />
:: <u>No</u> <u>Future Wearing Surface</u> <u>= 35 lb/sf</u><br />
::<u>Defense Transporter Erector Loading</u><br />
::Earth = 120 lb/cf (4 6)<br />
::Equivalent Fluid Pressure = <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
'''Use for all LFD bridge final designs.'''<br />
::<u>HS20-44</u> <u>HS20 Modified</u> <u>(4)</u> <u>(5)</u> <br />
::<u>35 lb/sf</u> <u>No</u> Future Wearing Surface<br />
::<u>Military 24,000 lb Tandem Axle</u> <u>(5)</u> <br />
::<u>Defense Transporter Erector Loading</u> <u>(5)</u> <br />
::Earth 120 lb/cf, Equivalent Fluid Pressure <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::Fatigue Stress - <u>Case I</u> <u>Case II</u> <u>Case III</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
For rehabilitation of decks originally designed using above loads, specify using current wording when the original wording varies from that now used (“Military” used to be specified as “Modified”). <br />
<br />
(1) Include for all culverts and culverts-bridges unless lane load is used.<br />
<br />
(2) For bridges and retaining walls use "45 lb/cf (Min.)" unless the Ø angle requires using a larger value. For box culverts use "30 lb/cf (Min.), 60 lb/cf (Max.)".<br />
<br />
(3) Use with all prestressed concrete structures. Omit underline portions for single spans. <br />
<br />
(4) For rehabilitation of decks originally designed using loads other than those shown, specify loading as shown on original plans.<br />
<br />
(5) For rehabilitation of decks specify the original design year in parentheses, e.g. (1965).<br />
<br />
(6) Unless different value is provided in the Geotechnical report.<br />
<br />
<br />
'''(A1.3) Use for LRFD. (For ASD, LFD, and allowable stresses, see Development Section.)'''<br />
<br />
::'''Design Unit Stresses:'''<br />
::{|<br />
|Class B Concrete (Substructure)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B Concrete (Retaining Wall)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B-2 Concrete (Drilled Shafts & Rock Sockets)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Superstructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except<br/> &nbsp; Prestressed <u>Girders</u> <u>Beams</u> and Barrier) || ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Substructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Box Culvert)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Barrier)|| ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except Barrier)|| ||valign="bottom"| f'c = 4,000 psi (1)<br />
|-<br />
|Reinforcing Steel (Grade 40)|| ||f<sub>y</sub> = 40,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A615 Grade 60)|| ||f<sub>y</sub> = 60,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A706 Grade 60)|| ||f<sub>y</sub> = 60,000 psi (2)<br />
|-<br />
| Structural Carbon Steel (ASTM A709 Grade 36) || ||f<sub>y</sub> = 36,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS70W)|| ||f<sub>y</sub> = 70,000 psi<br />
|-<br />
|Structural Steel HP Pile (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi <br />
|-<br />
|Welded or Seamless steel shell (pipe) for CIP pile (ASTM A252 Modified Grade 3)||width="20"| || f<sub>y</sub> = 50,000 psi<br />
|-<br />
|colspan="3"|For precast prestressed panel stresses, see Sheet No. _.<br />
|-<br />
|colspan="3"|For prestressed girder stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|-<br />
|colspan="3"|For prestressed <u>solid slab</u> <u>voided slab</u> <u>box</u> beam stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|}<br />
<br />
<div id="A1-notes"></div><br />
(1) Slabs, diaphragms or beams poured integrally with the slab.<br />
<br />
(2) Use for new bridges in seismic design category B, C and D. ASTM A615 bars should be used for rehabilitation work regardless of location. <br />
<br />
Note: Any new construction using structural steels A514 or A517 requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles or other structural shapes without prior confirmation of the availability of the material.<br />
<br />
<div id="(A1.4) Standard Plans:"></div><br />
'''(A1.4) Use for structural design information only.'''<br />
:::'''Standard Plans:'''<br />
::::703.37, 703.85, 703.86, and 703.87<br />
<br />
<center><br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="950px" align="center" <br />
|-<br />
|Guidance: <br/><br />
- List in order the Missouri Standard Plans applicable to the structure (omit if there are no applicable standard plans).<br/><br />
- Above is an example for a right advanced triple box culvert with a flared inlet. Actual standards specified shall be those required for structure type and features.<br/><br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
! style="background:#BEBEBE"| Standard Plan!! style="background:#BEBEBE"|When Applicable <br />
|-<br />
|703.10 thru 703.87 ||width="300"|Culvert Standards in Accordance with [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans ]]<br />
</center><br />
|}<br />
</center><br/><br />
- Examples for exclusion (no need to include):<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 606.60: guardrail transition – roadway item<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plans 606.00 and 617.10: delineators for railings and barriers – referenced in standard notes.<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 609.00: Type A curb for approach slabs– referenced in standard note K1.16<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 706.35 Bar Supports for Concrete Reinforcement<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 712.40 Steel Dams at Expansion Devices – supplementary details for construction<br/><br />
|}<br />
</center><br />
<br />
=== A2. Concrete Box Culverts and Other Type Structures ===<br />
<br />
'''All Boxes'''<br />
<br />
'''(A2.0) <font color="purple">[MS Cell]</font color="purple">'''<br />
:MoDOT Construction personnel will indicate the type of box culvert constructed:<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Precast Concrete Box used<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Cast-in-Place Concrete Box used<br />
<br />
<br />
'''All Boxes on Rock'''<br />
<br />
'''(A2.1) Designer shall check with Structural Project Manager if the 6” dimension should be increased for soft rock and shale. '''<br />
<br />
:Anchor full length of walls by excavating 6 inches into and casting concrete against vertical faces of hard, solid, undisturbed rock.<br />
<br />
'''(A2.1.1)'''<br />
:Holes shall be drilled 12 inches into solid rock with E1 and E2 bars grouted in.<br />
<br />
<br />
'''All Boxes with Bottom Slab'''<br />
<br />
'''(A2.2)'''<br />
:When alternate precast concrete box culvert sections are used, the minimum distance from inside face of headwalls to precast sections measured along the shortest wall shall be 3 feet. Reinforcement and dimensions for wings and headwalls shall be in accordance with Missouri Standard Plans.<br />
<br />
<br />
'''Culverts on Rock Where Holes or Crevices may be Found'''<br/><br />
'''(Normally where soundings show rock to be very irregular)'''<br />
<br />
'''(A2.3) (The designer should check with Structural Project Manager before placing this note on the plans.)'''<br />
:Where, under short lengths of walls, top of rock is below elevations given for bottom of walls, plain concrete footings 3 feet in width shall be poured up from rock to bottom of walls. If top of rock is more than 3 feet below bottom of short wall sections, the walls between points of support on rock, shall be designed and reinforced as beams and spaces below walls filled as directed by the engineer. Payment for plain concrete footings and concrete reinforced as wall beams will be considered completely covered by the contract unit price for Class B-1 Concrete.<br />
<br />
<br />
'''Box Type Structures on Rock or Shale Widened or Extended with Floor '''<br />
<br />
'''(A2.4)'''<br />
:Fill material under the slab shall be firmly tamped before the slab is poured.<br />
<br />
<br />
'''Box Culverts with Bottom Slab that Encounter Rock'''<br />
<br />
'''(A2.5) (Use when specified on the Design Layout.)'''<br />
:Excavate rock 6 inches below bottom slab and backfill with suitable material for culverts on rock in accordance with Sec 206.<br />
<br />
<br />
'''Curved Box Culverts (Box on curve)'''<br />
<br />
'''(A2.6)'''<br />
:The contractor will have the option to build the curved portion of the structure on chords (maximum of 16 feet).<br />
<br />
<br />
'''(A2.7) (Use when special backfill is specified on the Design Layout.)'''<br />
:Excavate 3 feet below the box and fill with suitable backfill material.<br />
<br />
<br />
'''For Box Culverts where collar is provided, place the following note on plan sheet.'''<br />
<br />
'''(A2.8)'''<br />
:If precast option is used, precast box culvert ties in accordance with Sec 733 and Standard Plan 733 shall be provided between all precast sections. <br />
<br />
<br />
'''For Box Culverts with transverse joint(s), place notes A2.9 and A2.10 under the Transverse Joint Detail. <font color="purple">[MS Cell]</font color="purple"> The detail and these notes are not needed if an appropriate standard plan is referenced.'''<br />
<div id="(A2.9)"></div><br />
'''(A2.9)'''<br />
:Filter cloth 3 feet in width and double thickness shall be centered on transverse joints in top slab and sidewalls with edges sealed with mastic or two sided tape. Filter cloth shall be a separation geotextile in accordance with Sec 1011. Cost of furnishing and installing filter cloth will be considered completely covered by the contract unit price for other items.<br />
<div id="(A2.10)"></div><br />
<br />
'''(A2.10)'''<br />
:Preformed fiber expansion joint material in accordance with Sec 1057 shall be securely stitched to one face of the concrete with 10 Gage copper wire or 12 Gage soft drawn galvanized steel wire.<br />
<br />
<br />
'''(A2.11)'''<br />
:If unsuitable material is encountered, excavation of unsuitable material and furnishing and placing of granular backfill shall be in accordance with Sec 206.<br />
<br />
<br />
'''(A2.14) For Box Culverts where the top slab is used as the riding surface, place the following note on plan sheet.'''<br />
<br />
:Culvert top slab surface may be finished with a vibratory screed.<br />
<br />
<div id="Use notes A2.15 and A2.16"></div><br />
<br />
'''Use notes A2.15 and A2.16 for all box culverts.'''<br />
<br />
'''(A2.15) '''<br />
<br />
:Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
<br />
'''(A2.16) '''<br />
<br />
:If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item)<br />
<br />
=== A3. All Structures ===<br />
<br />
'''Neoprene Pads:'''<br />
<br />
'''(A3.2) Does not apply to Type N PTFE Bearings & Laminated Neoprene Bearing Pad Assembly.'''<br />
:Neoprene bearing pads shall be <u>50</u> <u>60</u> <u>70</u> durometer and shall be in accordance with Sec 716.<br />
<br />
<br />
'''Fabricated Steel Connections:'''<br />
<br />
'''(A3.3) Use for all steel structures. Bolted connections use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Field connections shall be made with 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> bolts and 13/16-inch diameter holes, except as noted. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied.<br />
|}<br />
<br />
'''Joint Filler:'''<br />
<br />
'''(A3.4) Use on all structures (except culverts).'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed sponge rubber expansion and partition joint filler, except as noted.<br />
<br />
<br />
'''Reinforcing Steel:'''<br />
<br />
'''(A3.5)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<br />
<div id="(A3.5.1) Use when uncoated steel"></div><br />
'''(A3.5.1) Use when uncoated steel may come in contact with galvanized piles (concrete pile cap intermediate bents and pile footings).'''<br />
:Minimum clearance between galvanized piles and uncoated (plain) reinforcing steel including bar supports shall be 1 1/2”. Nylon, PVC, or polyethylene spacers shall be used to maintain clearance. Nylon cable ties shall be used to bind the spacers to the reinforcement.<br />
<br />
'''(A3.6) Use when mechanical bar splices (MBS) are to be specified on the plans. The underlined portion shall be used when mechanical bar splice is not being paid for with pay item 706-10.70. '''<br />
<br />
:MBS refers to mechanical bar splices. Mechanical bar splices shall be in accordance with Sec 706 or 710 <u>except that no measurement will be made for mechanical bar splices and they will be considered completely covered by the contract unit price for other items</u>.<br />
<br />
<div id="Traffic Handling:"></div><br />
'''Traffic Handling:'''<br />
<br />
'''(A3.7) Use on all grade separations (new and rehabs) constructed over traffic. The note shall be as specified on the Bridge Memorandum (may not match the following) in accordance with [[751.1 Preliminary Design#751.1.2.6 Vertical and Horizontal Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearances]].'''<br />
<br />
:Vertical clearance for Route <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> traffic during construction shall be <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> minimum over a <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> wide horizontal opening of the roadway <u>in each direction</u>.<br />
<br />
<br />
'''(A3.8) Use for bridges and culverts.'''<br />
:<u>Structure to be closed during construction.</u> <u>Traffic to be maintained on (1) during construction.</u> See roadway plans for traffic control <u>and Sheet No. __ for staged construction details.</u><br />
<br />
::{| style="margin: 1em auto 1em auto" <br />
|-<br />
|(1)|| Use “structure” with staged rehabilitation of existing structures.<br />
|-<br />
| ||Use “existing structure” with new structures built next to existing structures.<br />
|-<br />
| ||Use “structures” with staged replacement of existing structures.<br />
|-<br />
| ||Use “temporary bypass” when a bypass will be constructed.<br />
|-<br />
| ||Use “other routes” with new routes and with existing routes that are closed to traffic.<br />
|-<br />
|colspan="2" width="1150"| <br />
|}<br />
<br />
=== A4. Protective Coatings ===<br />
<br />
====A4a. Structural Steel Protective Coatings====<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "Structural Steel Protective Coatings:". <br />
<br />
=====A4a1. <u>Steel Structures-Nonweathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a1.1 – A4a1.7)</u>'''<br />
<br />
'''(A4a1.1) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.3 is used. '''<br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finish Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.2) '''<br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a1.3) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.4) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.3) is used, omit the 2<sup>nd</sup> sentence'''.<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u> . <br />
<br />
'''(A4a1.5) When System L is specified, System I is specified for water crossings or when note (A4a1.3) is used, omit the underlined part.'''<br />
<br />
:At the option of the contractor, the <u>intermediate field coat and</u> finish field coat may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''(A4a1.6) Use for structures with Access Doors'''<br />
<br />
:Structural steel access doors shall be cleaned and coated in the shop or field with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. In lieu of coating, the access doors may be galvanized in accordance with ASTM A123 and AASHTO M 232 (ASTM A153), Class C. The cost of coating or galvanizing doors will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a1.7) Use for structures with Access Doors and when a fabricated structural steel pay item is not included.'''<br />
<br />
:Payment for furnishing, coating or galvanizing and installing access doors and frames will be considered completely covered by the contract unit price for other items. <br />
<br />
<div id="(A4a1.8.1) Place"></div><br />
'''(A4a1.8.1) Place the following notes on the plans when alternate galvanized structural steel protective coating is approved by SPM.'''<br />
<br />
:'''(A4a1.8.1a) Place the following note under the notes for “Structural Steel Protective Coatings”.'''<br />
::Alternate A Structural Steel Protective Coating:<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:'''(A4a1.8.1b) In "General Notes:" section place the following note under the heading "Miscellaneous:”'''<br />
::Alternate bids for structural steel coating shall be completed.<br />
<br />
:'''(A4a1.8.1c) Place following information at bottom part of “Estimated Quantities” table. (At least four (4) blank rows should be left at bottom of table to allow for additional entries in the field.)'''<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|Estimated Quantities<br />
|-<br />
!Item||Substr.||Superstr.||Total<br />
|-<br />
|Last Pay Item|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|ADD ALTERNATE A:|| || ||<br />
|-<br />
|Galvanizing Structural Steel&nbsp;&nbsp;&nbsp;&nbsp; lump sum|| || ||1<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|}<br />
</center><br />
'''(A4a1.8.2) Place the following note instead of notes A4a1.1 – A4a1.7 on the plans when galvanized structural steel protective coating is approved by SPM.'''<br />
:'''(A4a1.8.2a) '''<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''<u>Recoating Existing Steel (Notes A4a1.9 - A4a1.13)</u>''' <br />
<br />
'''(A4a1.9) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.13 is used.''' <br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finished Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.10) Use primer specified on the Design Memorandum. System L must be used with inorganic zinc primer only.''' <br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for <u>Recoating of Structural Steel (System G, H, I or L)</u> with <u>organic</u> <u>inorganic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel.<br />
<br />
'''(A4a1.11) '''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a1.12) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.13) is used, omit the 2<sup>nd</sup> sentence.'''<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u>.<br />
<br />
'''(A4a1.13) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.14) Use for recoating truss bridges. '''<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|The length of span that is permissible to drape is to be determined by the designer and given in the note. Typically, ¼ span length is used but greater lengths have been used in the past based on calculations. See Structural Project Manager or Structural Liaison Engineer.<br />
|}<br />
<br />
:For the duration of cleaning and recoating the truss spans, the truss span superstructure in any span shall not be draped with an impermeable surface subject to wind loads for a length any longer than <u>1/4</u> the span length at any one time regardless of height of coverage. Simultaneous work in adjacent spans is permissible using the specified limits in each span. <br />
<br />
<div id="Overcoating Existing Steel (Notes A4a.10 – A4a.14)"></div><br />
'''<u>Overcoating Existing Steel (Notes A4a1.21 – A4a1.27)</u> '''<br />
<br />
'''(A4a1.21) Include underlined portion when overcoating an existing vinyl coating (System C).'''<br />
<br />
:Protective Coating: System G in accordance with Sec 1081 <u>except thinners are not permitted</u>.<br />
<br />
'''(A4a1.22) '''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for Overcoating of Structural Steel. The cost of surface preparation will be considered completely covered by the contract <u>lump sum unit</u> price <u>per sq. foot</u> for Surface Preparation for Overcoating Structural Steel (System G).<br />
<br />
'''(A4a1.23) The 2nd underlined portion in the first sentence is applicable only for bridges over streams and railroads. '''<br />
<br />
:Field Coat(s): The color of the field overcoat shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u> and shall be applied in accordance with Sec 1081.10.3.4<u>, except that all structural steel shall have the intermediate field coat applied in accordance with Sec 1081.10.3.4.1.1</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System G).<br />
<br />
'''(A4a1.24) Use when new coating system overlaps existing coating system. Show detail on plans.'''<br />
<br />
:Limits of Paint Overlap: System G shall overlap the existing coating between 6 inches and 12 inches in order to achieve maximum coverage at the paint limit of each complete system near the expansion and contraction areas. The final field coating shall be masked to provide crisp, straight lines and to prevent overspray beyond the overlap required.<br />
<br />
=====A4a2. <u>Steel Structures- Weathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a2.1 - A4a2.3) </u>'''<br />
<br />
'''(A4a2.1) '''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080. <br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel.<br />
<br />
'''(A4a2.2) '''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the <u>intermediate and</u> finish field coats will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a2.3) '''<br />
<br />
:At the option of the contractor, the intermediate and finish field coats may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''<u>Recoating Existing Steel (A4a2.10 – A4a2.13) </u>'''<br />
<br />
'''(A4a2.10)'''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080.<br />
<br />
'''(A4a2.11) Use primer specified on Design Memorandum. System L must be used with inorganic zinc primer only.'''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1080 and Sec 1081 for <u>Recoating of Structural Steel (System G, H or I)</u> with <u>inorganic</u> <u>organic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel. <br />
<br />
'''(A4a2.12)'''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a2.13) The coating color shall be as specified on the Design Layout. When System L or I is specified, omit the 2nd sentence.'''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System <u>G</u> <u>I</u>).<br />
<br />
=====A4a3. <u>Miscellaneous</u>=====<br />
<br />
'''(A4a3.1) Use for weathering steel or concrete structures with girder chairs and when a coating pay item is not included. '''<br />
<br />
:Structural steel for the <u>girder</u> <u>beam</u> chairs shall be coated with not less than 2 mils of inorganic zinc primer. Scratched or damaged surfaces are to be touched up in the field before concrete is poured. In lieu of coating, the <u>girder</u> <u>beam</u> chairs may be galvanized in accordance with ASTM A123. The cost of coating or galvanizing the <u>girder</u> <u>beam</u> chairs will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a3.2) Use when recoating existing exposed piles. (Guidance: "Aluminum" is preferred because it acts as both a barrier and corrosion protection where "Gray" only acts as a barrier. If for any reason coated pile is embedded in fresh concrete, "Aluminum" shall not be used.)'''<br />
<br />
:All exposed surfaces of the existing structural steel piles <u>and sway bracing</u> shall be recoated with one 6-mil thickness of <u>aluminum</u> <u>gray</u> epoxy-mastic primer applied over an SSPC-SP3 surface preparation in accordance with Sec 1081. The bituminous coating shall be applied one foot above and below the existing ground line and in accordance with Sec 702. These protective coatings will not be required below the normal low water line. The cost of surface preparation will be considered completely covered by the contract lump sum price for Surface Preparation for Applying Epoxy-Mastic Primer. The cost of the <u>aluminum</u> <u>gray</u> epoxy-mastic primer and bituminous coating will be considered completely covered by the contract lump sum price for <u>Aluminum</u> <u>Gray</u> Epoxy-Mastic Primer.<br />
<br />
====A4b. Concrete Protective Coatings====<br />
<br />
=====A4b1. Concrete Protective Coatings===== <br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Concrete Protective Coatings:'''". <br />
<br />
'''(A4b1.1) Use note with weathering steel structures. '''<br />
<br />
:Temporary coating for concrete bents and piers (weathering steel) shall be applied on all concrete surfaces above the ground line or low water elevation on all abutments and intermediate bents in accordance with Sec 711. <br />
<br />
'''(A4b1.2) Use note with coating for concrete bents and piers either urethane or epoxy. '''<br />
<br />
:Protective coating for concrete bents and piers <u>(Urethane)</u> <u>(Epoxy)</u> shall be applied as shown on the bridge plans and in accordance with Sec 711. <br />
<br />
'''(A4b1.3) Use note when specified on Design Layout.'''<br />
<br />
:Concrete and masonry protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711. <br />
<br />
'''(A4b1.4) Use note when specified on Design Layout. '''<br />
<br />
:Sacrificial graffiti protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711.<br />
<br />
=== A5. Miscellaneous ===<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Miscellaneous:'''".<br />
<br />
'''(A5.1) Use the following note on all structures that contains non-redundant Fracture Critical Members (FCM).'''<br />
<br />
:This structure contains non-redundant Fracture Critical Members (FCM). FCM requirements shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''(A5.3) Use the following note on all jobs with high strength bolts.'''<br />
:High strength bolts, nuts and washers will be sampled for quality assurance as specified in Sec 106.<br />
<br />
'''(A5.4) Use the following note for structures having detached wing walls at end bents.'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the <u>Lt.</u> <u>Rt.</u> <u>both</u> detached wing wall<u>s</u> at End Bents No. <u> &nbsp; &nbsp; </u>&nbsp; <u>and</u> <u>No. &nbsp; &nbsp; </u>&nbsp;including the Class <u> &nbsp; </u>&nbsp;Excavation, <u>&nbsp; &nbsp; Pile</u>, [[#A5-notes|(1)]], Class <u>B</u> <u>B-1</u> Concrete (Substr.) [[#A5-notes|(2)]] and Reinforcing Steel (Bridges), will be considered completely covered by the contract unit price for these items.<br />
<br />
::{| style="margin: 1em auto 1em auto" align="left"<br />
|-<br />
|(1)||List all items used for the detached wing walls.<br />
|-<br />
|valign="top"|(2)|| For continuous concrete slab bridges, the detached wing walls could be either Class B or Class B-1. (For slab bridges with Class B spread footings, the detached wing walls might as well be Class B, otherwise, Class B-1 may be used.) Check with Project Manager.<br />
|}<br />
<br />
<div id="(A5.6)"></div><br />
<br />
'''(A5.6) <font color="purple">[MS Cell]</font color="purple"> Use the following note on all Concrete Superstructures where Precast Panels are used.'''<br />
:MoDOT Construction personnel will indicate the type of joint filler option used under the precast panels for this structure:<br />
:: □ Constant Joint Filler<br />
:: □ Variable Joint Filler<br />
<br />
== B. Estimated Quantities Notes ==<br />
<br />
<br />
=== B1. General ===<br />
<br />
<br />
==== B1a. Concrete ====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.1) (Use on steel structures only.)'''<br />
:All concrete above the lower construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.2) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Integral End Bents, notes B1.3, B1.4, and B1.5 (When bridge slab quantity using note B3.21 table, slab bid per sq. yd.) '''<br />
<br />
'''(B1.3) (Use on steel structures only.)'''<br />
:All concrete between the upper and lower construction joints in the end bents <u>(except detached wing walls) </u> is included in the Estimated Quantities for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.4) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> <u>and all reinforcement in cast-in-place pile at end bents</u> is included in the Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> <u>Concrete Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Intermediate Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.1)'''<br />
:All reinforcement in the intermediate bent concrete diaphragms except reinforcement embedded in the beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.2)'''<br />
:All concrete above the intermediate beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u></u>.<br />
<br />
<br />
'''Non-Integral End Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.3)'''<br />
:All reinforcement in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.4)'''<br />
:All concrete in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Semi-Deep Abutments'''<br />
<br />
'''(B1.6)'''<br />
:All concrete and reinforcing steel below top of slab and above construction joint in Semi-Deep Abutments is included in the Estimated Quantities for Slab on Semi-Deep Abutment.<br />
<br />
<div id="(B1.7)"></div><br />
'''End Bents with Expansion Device'''<br />
<br />
'''(B1.7)'''<br />
:Concrete above the upper construction joint in backwall at End Bent<u>s</u> No. <u> &nbsp; </u> &nbsp;is included with Class B-2 Concrete (Slab on <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>) Quantities.<br />
<br />
<br />
'''Sidewalk'''<br />
<br />
'''(B1.8)''' <br />
:All concrete and reinforcing steel in sidewalk will be considered completely covered by the contract unit price for Sidewalk (Bridges).<br />
<br />
<br />
'''Continuous Concrete Slab Bridge (Notes B1.9.1 thru B1.9.6)'''<br />
<br />
'''End Bents'''<br />
<br />
'''(B1.9.1)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.9.2)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Column Bents integral with slab'''<br />
<br />
'''(B1.9.3)'''<br />
:All concrete above construction joint between slab and columns in the intermediate bents is included with Superstructure Quantities.<br />
<br />
'''(B1.9.4)'''<br />
:All reinforcement in the intermediate bent columns is included with Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Pile Cap Bents integral with slab'''<br />
<br />
'''(B1.9.5)'''<br />
:All concrete in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
'''(B1.9.6)'''<br />
:All reinforcement in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
<div id="(B1.9.7) Use"></div><br />
<br />
==== B1b. Excavation, Sway Bracing====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.10) Use when total estimated excavation is less than 10 cubic yards (No "excavation" item in the Estimated Quantities).'''<br />
:Cost of any required excavation for bridge will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
'''Retaining Walls'''<br />
<br />
'''(B1.11)'''<br />
:No Class 1 Excavation will be paid for above lower limits of roadway excavation.<br />
<br />
<br />
'''Concrete Structures Having Sway Bracing on Load Bearing Piles'''<br />
<br />
'''(B1.12)'''<br />
:The cost of furnishing and installing steel sway bracing on piles at the intermediate bent<u>s</u> will be considered completely covered by the contract unit price for Fabricated Structural Carbon Steel (Misc.).<br />
<br />
<br />
'''Note to Detailer:'''<br/>For structures having steel sway bracing on piles, the weight of the bracing shall be shown under the substructure quantities.<br />
<br />
'''(B1.13)'''<br />
:Cost of cleaning and coating of bracing at intermediate bents will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
=== B2. Welded Wire Fabric ===<br />
<br />
<br />
'''Structures with Welded Wire Fabric'''<br />
<br />
'''(B2.4)'''<br />
:Weight of <u>6</u> x <u>6</u> - <u>W2.1</u> x <u>W2.1</u> welded wire fabric is included in Estimated Weight of Reinforcing Steel. (*)<br />
<br />
<br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|WELDED WIRE FABRIC WEIGHT<br />
|-<br />
!STYLE||SPACE||SIZE||LBS./100 SQ, FT.<br />
|-<br />
|6 x 6 - W2.1 x W2.1||6"||8 ga.||30<br />
|-<br />
|4 x 4 - W4 x W4||4"||4 ga.||85<br />
|}<br />
<br />
See CRSI Manual for other sizes.<br />
<br />
Table should not be shown on plans<br />
<br />
<br />
(*) Modify for type actually used. Show type on details where the fabric is shown.<br />
<br />
"W" denotes plain wire; the number following indicates cross sectional area in hundredths of a square inch. Deformed wire is denoted by the letter "D".<br />
<br />
=== B3. Estimated Quantities Tables ===<br />
<br />
<br />
==== B3a. Bridges ====<br />
<br />
'''(B3.1) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!rowspan="3" | &nbsp;||colspan="5" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Substr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Superstr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" |[[Image:751.50 circled 1.gif]] <math>\, \big\{</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right"|<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Type D Barrier <br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" rowspan="2"|[[Image:751.50 circled 2.gif]] <math>\, \Bigg\{</math><br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|}<br />
<br />
<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 1.gif]]||The following note shall be placed under the estimated quantities box when steel piles are used in Seismic Categories B, C & D.<br />
|}<br />
<div id="(B3.2)"></div><br />
'''(B3.2)'''<br />
:Cost of L4x4 ASTM A709 Grade 36 HP pile anchors and 3/4-inch diameter ASTM F3125 Grade A325 Type 1 bolts, complete in place, will be considered completely covered by the contract unit price for Galvanized Structural Steel Piles (<u>12 in.</u> <u>14 in.</u>).<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 2.gif]]||In special cases, entries are made to the quantities table by Construction personnel after plans are completed. When notes are placed too close to the bottom of this table, additional quantities cannot be entered efficiently. The request has been made that space be left for at least four (4) additional entries to the table before notes are placed on the plans.<br />
|}<br />
<br />
<br />
'''Place an <math>\, **</math> next to the transverse diamond grooving in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
'''(B3.7)'''<br />
:<math>\, **</math> MoDOT will allow, at the contractor's discretion, longitudinal or transverse diamond grooving of the surface of the concrete bridge deck.<br />
<br />
'''(B3.8) Place a * next to supplementary wearing surface material in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''*''' Supplementary wearing surface material will be paid for at the fixed unit price in accordance with Sec 109.<br />
<br />
'''(B3.9) Use for jobs with restrictive timelines including weekend only work. See Structural Project Manager or Structural Liaison Engineer. Place a ** next to total surface hydro demolition in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''**''' The minimum allowable water usage shall be 55 gallons per minute.<br />
<br />
==== B3b. Box Culverts====<br />
<br />
Estimated Quantities Table for Box Culverts<br />
<br />
The quantities table on box culvert plans should show an extra column to the right in the table that is labeled "Final Quantities". Estimated quantities should be inserted to the left of this column in the usual manner by the detailer as shown in the example below.<br />
<br />
The four extra spaces at the bottom of the table are not required as specified before.<br />
<br />
'''(B3.11) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="1" style="text-align:center; border:3px solid black" cellpadding="5" cellspacing="0"<br />
|-<br />
!width="300" colspan=2 |Estimated Quantities||width="100"|Final Quantities<br />
|-<br />
| align="left"| Class 4 Excavation||cu. yard||<br />
|-<br />
|align="left"|Class B-1 Concrete<br/>(Culverts-Bridge)'''*'''||cu. yard||<br />
|-<br />
|align="left"|Reinforcing Steel (Culverts- <br/> Bridge)'''*'''||pound||<br />
|}<br />
<br />
<math>\, *</math> Note to Detailer:<br />
:If distance from stream face of exterior wall to exterior wall is <math>\ge</math> 20' then should use (Culverts-Bridge) but if <math><</math> 20' should use (Culverts).<br />
<br />
==== B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Wearing Surfaces ====<br />
<br />
The following table is to be placed on the design plans under the table of estimated quantities.<br />
<br />
Use separate tables for multiple types of slabs on a structure. <br />
<div id="(B3.21)"></div><br />
'''(B3.21) <font color="purple">[MS Cell]</font color="purple"> Table of Slab Quantities'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities for<br/><u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u><br />
|-<br />
!colspan="2" width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class B-2 Concrete<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"|Reinforcing Steel (Epoxy Coated)<br />
|align="right" style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
Fill in the blank above and in note below with "'''Slab on Steel'''", "'''Slab on Concrete I-Girder'''", "'''Slab on Concrete Bulb-Tee Girder'''", "'''Slab on Concrete NU-Girder'''", "'''Slab on Semi-Deep Abutment'''", '''"Slab on Concrete Beam"''', '''"Slab on Concrete Adjacent Beam"''' or "'''Reinforced Concrete Wearing Surface'''". If transparent forms are required add “'''(with Transparent Forms)'''” to the end of the pay item.<br />
<br />
"'''Slab on Concrete Adjacent Beam'''" shall be used with double-tee girders and when specified on the Design Layout for solid slab beams, adjacent voided slab beams and adjacent box beams.<br />
<br />
Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate. Reinforcing steel shall be estimated to the nearest 10 pounds.<br />
<br />
'''(B3.22) '''<br />
:The table of Estimated Quantities for <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp; represents the quantities used by the State in preparing the cost estimate for concrete slabs. The area of the concrete slab will be measured to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of bridge slab (or with the horizontal dimensions as shown on the plan of slab). Payment for <u>prestressed panels,</u> <u>stay-in-place corrugated steel forms,</u> <u>transparent forms</u>, conventional forms, all concrete and epoxy coated reinforcing steel will be considered completely covered by the contract unit price for the slab. Variations may be encountered in the estimated quantities but the variations cannot be used for an adjustment in the contract unit price.<br />
<br />
'''(B3.23)'''<br />
:Method of forming the slab<u>s</u> shall be as shown on the plans and in accordance with Sec 703. All hardware for forming the slab to be left in place as a permanent part of the structure shall be coated in accordance with ASTM A123 or ASTM B633 with a thickness class SC 4 and a finish type I, II or III.<br />
<br />
'''(B3.24) Use note for optional forming. Conventional forms shall not be listed as an alternate when transparent forms are used.'''<br />
:Slab shall be cast-in-place with <u>transparent forms</u> <u>conventional forms or stay-in-place corrugated steel forms</u>. Precast prestressed panels will not be permitted.<br />
<br />
'''(B3.25) Use note when vibratory screeds are allowed for deck finishing. For guidance for allowing a vibratory screed, see [[751.10 General Superstructure#751.10.1.15 Deck Concrete Finishing|EPG 751.10.1.15 Deck Concrete Finishing]].'''<br />
<br />
:Bridge deck surface may be finished with a vibratory screed.<br />
<br />
'''Stay-In-Place Corrugated Steel Forms:'''<br />
<br />
'''(B3.30)'''<br />
:Corrugated steel forms, supports, closure elements and accessories shall be in accordance with grade requirement and coating designation G165 of ASTM A653. Complete shop drawings of the permanent steel deck forms shall be required in accordance with Sec 1080. <br />
<br />
'''(B3.31)'''<br />
:Corrugations of stay-in-place forms shall be filled with an expanded polystyrene material. The polystyrene material shall be placed in the forms with an adhesive in accordance with the manufacturer's recommendations.<br />
<br />
'''(B3.32)'''<br />
:Form sheets shall not rest directly on the top of <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges. Sheets shall be securely fastened to form supports with a minimum bearing length of one inch on each end. Form supports shall be placed in direct contact with the flange. Welding on or drilling holes in the <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges will not be permitted. All steel fabrication and construction shall be in accordance with Sec 1080 and 712. Certified field welders will not be required for welding of the form supports.<br />
<div id="(B3.33) Use"></div><br />
<br />
'''(B3.33) Use “4 psf” for form spans up to 10 feet beyond which a greater dead loading for form spans may need to be considered and used. '''<br />
:The design of stay-in-place corrugated steel forms is per manufacturer which shall be in accordance with Sec 703 for false work and forms. Maximum actual weight of corrugated steel forms allowed shall be 4 psf assumed for <u>girder</u> <u>beam</u> loading.<br />
<div id="(B3.34) Use this temporary note"></div><br />
'''(B3.34) Use this temporary note until further notice when more is learned about what contractor’s methods are proposed and approved by the engineer.'''<br />
:The contractor shall provide a method of preventing the direct contact of the stay-in-place forms and connection components with uncoated weathering steel members that is approved by the engineer.<br />
<br />
'''Stay-In-Place Transparent Forms:'''<br />
<br />
'''(B3.36)''' <br />
:See special provisions for transparent form requirements.<br />
<br />
'''(B3.37)'''<br />
:Maximum actual weight of transparent forms allowed shall be 5 psf assumed for girder beam loading.<br />
<br />
'''Precast Prestressed Panels:'''<br />
<br />
'''(B3.40) Use for skewed structures.'''<br />
:The Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> are based on skewed precast prestressed end panels.<br />
<br />
'''(B3.41) Use for concrete structures.'''<br />
:Class B-2 Concrete quantity is based on minimum top flange thickness and minimum joint material thickness.<br />
<br />
'''(B3.42)'''<br />
:The prestressed panel quantities are not included in the table of Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u>.<br />
<br />
==== B3d. Asphalt Wearing Surfaces ====<br />
<br />
'''(B3.50) <font color="purple">[MS Cell]</font color="purple"> Place following table and note near the Estimated Quantities table on the design plans for optional asphaltic concrete wearing surface as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface and binder type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Asphaltic<br/>Concrete Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br/>with Asphalt Binder Type<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 76-22<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BLP Mix with PG 76-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|SP125CLP Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" colspan="3"|MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
|}<br />
<br />
{|<br />
|valign="top"|<math>\, *</math><br />
|'''Guidance for Detailing:''' The "SP" designates a superpave mixture; the "125" indicates the nominal mixture aggregate size is 12.5 mm, "B" or "C" indicates the design level, the "SM" indicates Stone Mastic Asphalt, and the "LP" indicates the mixture contains limestone/porphyry. See the Bridge Memorandum for the type of Superpave mixture required.<br />
|-<br />
|&nbsp;<br />
|See the Bridge Memorandum for the asphalt binder required.<br />
|}<br />
<br />
<br />
'''Place next three notes under the Estimated Quantities table if B3.50 is not required, otherwise place under B3.50.'''<br />
<br />
'''(B3.53) The first sentence is not required if B3.50 is not required.'''<br />
:<u>The contractor shall select one of the optional asphaltic concrete wearing surfaces listed in the table.</u> The mixture shall be in accordance with Sec 403 and produced in accordance with Sec 404.<br />
<br />
'''(B3.54)'''<br />
:The area of the asphaltic concrete wearing surface will be measured and computed to the nearest square yard. This area will be measured transversely from out to out of wearing surface and longitudinally from end of slab to end of slab.<br />
<br />
'''(B3.56)'''<br />
:Payment for Optional Asphaltic Concrete Wearing Surface will be considered completely covered by the contract unit price per square yard.<br />
<br />
'''(B3.60) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the Estimated Quantities table on the design plans for optional ultrathin bonded asphalt wearing surfaces as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Ultrathin Bonded Asphalt Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type A<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type B<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|Type C<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
<br />
:MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
:The contractor shall select one of the optional ultrathin bonded asphalt wearing surfaces listed in the table.<br />
<br />
== C. Reinforcing Steel Notes ==<br />
<br />
<br />
=== C1. Bill of Reinforcing Steel ===<br />
<br />
Place the following notes below or near the "'''Bill of Reinforcing Steel'''" when appropriate.<br />
<br />
'''(C1.1) Same marks used for unlike bars on different units.'''<br />
:Bars in the above units are to be billed and tagged separately.<br />
<br />
'''(C1.2) Incomplete bill (Or bill for different units placed on different sheets).'''<br />
:See Sheet No. <u> &nbsp; &nbsp; </u> &nbsp; for bill of reinforcing steel for <u> &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
<br />
'''Notes for Bill of Reinforcing Steel (BILL) Bridge Standard Drawings'''<br />
<br />
'''(C1.3)'''<br />
:All dimensions are out to out.<br />
<br />
'''(C1.4)'''<br />
:Shapes ending with an S shall be bent in accordance with stirrup pin bend shapes.<br />
<br />
'''(C1.5)'''<br />
:Unless otherwise noted, finished bending diameter D is the same for all bends of a shape.<br />
<br />
'''(C1.6)'''<br />
:Four angle or channel spacers are required for each column spiral. Spacers are to be placed on inside of spirals. Length and weight of column spirals do not include splices or spacers.<br />
<br />
'''(C1.7)'''<br />
:Nominal lengths are based on out to out dimensions shown in bending diagrams and are listed to the nearest inch for fabricators use. Actual lengths are measured along centerline bar to the nearest inch. Weights are based on actual lengths.<br />
<br />
'''(C1.8)'''<br />
:V = Sets of varied bars and number of bars in each length. Bar dimensions vary in equal increments between dimensions shown on this line and the following line and the actual length dimension shown on this line and the following line vary by the specified increment.<br />
<br />
'''(C1.9) Use ASTM A706 for new bridges in seismic categories B, C & D. Use ASTM A615 for all other structures and rehabs.'''<br />
:Reinforcing steel (ASTM <u>A615</u> <u>A706</u> Grade 60) fy = 60,000 psi<br />
<br />
'''(C1.20) Use with galvanized reinforcement. Place below Reinforcing Steel Totals table on bill of reinforcing steel sheet in plans.'''<br />
:Products used to repair damaged zinc coating shall not contain aluminum.<br />
<br />
=== C2. Prestressed Girders, Beams & Panels ===<br />
<br />
'''C2a. Notes for Girders, Beams and Panels'''<br />
<br />
Place the C2a notes below or near the table "'''Bill of Reinforcing Steel - Each <u>Girder</u> <u>Beam</u>'''" or under the heading "'''Reinforcing Steel'''" when appropriate. <br />
<br />
'''(C2a.1) Use underlined portion when bending diagrams are detailed as such.'''<br />
:All dimensions are out to out. <u>Use symmetry for dimensions not shown.</u> <br />
<br />
'''(C2a.2) '''<br />
:Hooks and bends shall be in accordance with the CRSI Manual of Standard Practice for Detailing Reinforced Concrete Structures, Stirrup and Tie Dimensions. <br />
<br />
'''C2b. Additional Notes for Prestressed Girders and Beams '''<br />
<br />
Place the C2b notes below the C2a notes. <br />
<br />
'''(C2b.1) Use for all girders and beams except double-tee girders. Underlined part only required for WWR reinforced NU-girders, box beams and voided slab beams. '''<br />
:Minimum clearance to reinforcing shall be 1" <u>unless otherwise shown</u>. <br />
<br />
'''(C2b.2) Use only for double-tee girders. Add <u>and U2 bar</u> for skewed structures only. '''<br />
:Minimum clearance to reinforcing shall be 1", except for 4 x 4 - W4 x W4 <u>and U2 bar</u>. <br />
<br />
'''(C2b.3)''' <br />
:Actual bar lengths are measured along centerline of bar to the nearest inch. <br />
<br />
'''(C2b.10) Add <u>bar</u> for NU-girders and Double T. '''<br />
:All <u>bar</u> reinforcement shall be ASTM A615 or A706 Grade 60. <br />
<br />
'''(C2b.20) Use only for I-girders, bulb-tee girders and alternate bar reinforced NU-girders. '''<br />
:The two D1 bars may be furnished as one bar at the fabricator's option. <br />
<br />
'''(C2b.30) Use for all girders except WWR reinforced NU-girders and double-tee girders. Add <u>and C1</u> for bulb-tee girders only. Most likely will need to add more bars if girder steps exist. '''<br />
<br />
:All B1 <u>and C1</u> bars shall be epoxy coated. <br />
<br />
'''(C2b.31) Use only for WWR reinforced NU-girders'''<br />
:WWR shall not be epoxy coated. <br />
<br />
'''(C2b.32) Use only for double-tee girders. '''<br />
:All S and U reinforcing bars shall be epoxy coated. <br />
<br />
'''(C2b.33) Use only for spread and adjacent beams.'''<br />
:All S2 bars shall be epoxy coated.<br />
<br />
'''C2c. Additional Notes for Prestressed Panels '''<br />
<br />
Place the C2c notes below the C2a notes. <br />
<br />
'''(C2c.1) '''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown. <br />
<br />
'''(C2c.2) '''<br />
:If U1 bars interfere with placement of slab steel, U1 loops may be bent over, as necessary, to clear slab steel. <br />
<br />
'''(C2c.3) '''<br />
:Deformed welded wire reinforcement (WWR) providing a minimum area of reinforcing perpendicular to strands of 0.22 sq in./ft, with spacing parallel to strands sufficient to ensure proper handling, may be used in lieu of the #3-P2 bars shown. Wire diameter shall not be larger than 0.375 inch. The above alternative reinforcement criteria may be used in lieu of the #3-P3 bars, when required, and placed over a width not less than 2 feet. <br />
<br />
'''(C2c.4) '''<br />
:The following reinforcing steel shall be tied securely to the strands with the following maximum spacing in each direction: <br />
:: #3-P2 bars at 16 inches. <br />
::WWR at 24 inches. <br />
<br />
'''(C2c.5) '''<br />
:The #3-U1 bars shall be tied securely to #3-P2 bars, to WWR or to strands (when placed between P1 bars) at about 3-foot centers. <br />
<br />
'''(C2c.6) '''<br />
:Minimum reinforcement steel length shall be 2'-0".<br />
<br />
== D. Temporary Bridge (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== D1. General ===<br />
<br />
Place the following notes on the front sheet.<br />
<br />
'''(D1.1) Place in General Notes on the front sheet under the heading “Timber:”. '''<br />
:All timber shall be standard rough sawn. At the contractor's option, timber may be untreated or protected with commercially applied timber preservatives. All timber shall have a minimum strength of 1500 psi and shall be either douglas fir in accordance with paragraph 123B (MC-19), 124B (MC-19) and 130BB of the current edition of Standard Grading Rules for West Coast Lumber, southern pine in accordance with paragraphs 312 (MC-19), 342 (MC-19) and 405.1 of the current edition of Southern Pine Inspection Bureau Grading Rules, or a satisfactory grade of sound native oak.<br />
<br />
'''(D1.2) Use for bolts and studs: '''<br />
<br />
:(D1.2a) All bolts shall be ASTM F3125 Grade A325 Type <u>3,</u> except as noted. <br />
<br />
:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
<br />
'''(D1.3) Place in General Notes on the front sheet under the heading “Miscellaneous:”. '''<br />
:The superstructure <u>only</u> <u>and cap beam units</u> will be provided by the State and shall be transported from <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;Maintenance Lot. The superstructure shall be returned and stored at the same location as designated by the engineer after Bridge No. <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;is open to traffic.<br />
<br />
'''(D1.4) Place in General Notes on the front sheet under the heading “Structural Steel:”. '''<br />
:All structural steel shall be ASTM A709 Grade 50W except piles, sway bracing, thrie beam rail assembly and structural tubing. Structural tubing coating shall be in accordance with Sec 718.<br />
<br />
'''(D1.5) Place in General Notes on the front sheet under the heading “Substructure:”. '''<br />
:All substructure items specified in Sec 718.3.1 except for the <u>pile point reinforcement and</u> sway bracing will be considered completely covered by the contract unit price for Structural Steel Piles (14 in.). <br />
<br />
'''(D1.11) Place with shim plate details on the bent sheet.'''<br />
:Shim plates may be used between pile and channel at the end bents or angle at the intermediate bents. Shim plates may vary in thickness from 1/16 inch to thickness required.<br />
<br />
'''(D1.21) Place near half section of bridge flooring on the superstructure sheet.'''<br />
:Steel bridge flooring shall be Foster 5-Inch RB 8.2M open steel bridge flooring or equivalent. Trim bars shall be required at the sides and ends of each 39'-10 1/2" unit. <br />
<br />
'''(D1.22) ''' <br />
:Note: Field connections shall be made with 7/8"ø ASTM F3125 Grade A325 Type 3 bolts and 1 1/16"ø holes, except as noted. <br />
<br />
'''(D1.23) Place near details of U-bolts lifting device on the superstructure sheet.'''<br />
:U-bolts lifting device shall be on the inside top flange at both ends of each exterior beam of each unit. U-bolts shall be removed during the time the bridge is open to traffic. Position of the U-bolts may be shifted slightly to miss the bars in the flooring.<br />
<br />
== E. General Elevation and Plan Notes ==<br />
<br />
<br />
=== E1. Excavation and Fill ===<br />
<br />
'''(E1.1) Use when specified on the Design Layout.''' <br />
:Existing roadway fill under the ends of the bridge shall be removed as shown. Removal of existing roadway fill will be considered completely covered by the contract unit price for roadway excavation.<br />
<br />
'''Use one of the following two notes where MSE walls support abutment fill.'''<br />
<br />
'''(E1.2a) <font color="purple">[MS Cell]</font color="purple"> Use when pipe pile spacers are shown on plan details and bridge is 200 feet long or shorter. Add “See special provisions” to the pipe pile spacer callout and add table near the callout.'''<br />
<br />
See special provisions.<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!style="background:#BEBEBE" width="200"| Pile Encasement !!style="background:#BEBEBE"|Option Used<br/>(√)<br />
|-<br />
|Pipe Pile Spacer ||<br />
|-<br />
|Pile Jacket ||<br />
|}<br />
</center><br />
<br />
MoDOT Construction personnel will indicate the pile encasement used.<br />
<br />
'''(E1.2b) Use note when pipe pile spacers are shown on plan details for HP12, HP14, CIP 14” and CIP 16” piles and bridge is longer than 200 feet. For larger CIP pile size modify following note and use minimum 6” larger pipe pile spacer diameter than CIP pile.'''<br />
<br />
The pipe pile spacers shall have an inside diameter equal to <u>24</u> inches.<br />
<br />
'''(E1.4) Use for fill at pile cap end bents. Use the first underlined portion when MSE walls are present. Use <u>approach</u> for semi-deep abutments.'''<br />
:Roadway fill<u>, exclusive of Select Granular Backfill for Structural Systems,</u> shall be completed to the final roadway section and up to the elevation of the bottom of the concrete <u>approach</u> beam within the limits of the structure and for not less than 25 feet in back of the fill face of the end bents before any piles are driven for any bents falling within the embankment section.<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
<br />
=== E3. Miscellaneous ===<br />
<br />
'''(E3.1) Horizontal curves (Bridges not of box culvert type)'''<br />
:<u>All bents are parallel.</u><br />
<br />
<div id="Boring Data"></div><br />
'''Boring Data'''<br />
<br />
'''(E3.2) <font color="purple">[MS Cell]</font color="purple"> (Place on Front Sheet of the plans when boring data is provided for bridges, retaining walls, MSE walls and any other structure.)'''<br />
:[[Image:751.50 E3.2 boring.jpg|12px]] Indicates location of borings.<br/>'''Notice and Disclaimer Regarding Boring Log Data'''<br/>The locations of all subsurface borings for this structure are shown on the plan sheet(s) for this structure. The boring data for all locations indicated, as well as any other boring logs or other factual records of subsurface data and investigations performed by the department for the design of the project, are shown on Sheet(s) No.___ and may be included in the Electronic Bridge Deliverables. They will also be available from the Project Contact upon written request. No greater significance or weight should be given to the boring data depicted on the plan sheets than is given to the subsurface data available from the district or elsewhere.<br/>&nbsp;<br/>The Commission does not represent or warrant that any such boring data accurately depicts the conditions to be encountered in constructing this project. A contractor assumes all risks it may encounter in basing its bid prices, time or schedule of performance on the boring data depicted here or those available from the district, or on any other documentation not expressly warranted, which the contractor may obtain from the Commission.<br />
<br />
'''(E3.4) (Place on the Boring Data Sheet)'''<br />
:For location of borings see Sheet(s) No. <u> &nbsp; </u>.<br />
<div id="Final clearance - Bridges over Railroads"></div><br />
'''Final clearance - Bridges over Railroads'''<br />
<br />
'''(E3.5) In the general elevation detail, the vertical clearance dimension callout shall be the following asterisked note placed near the detail. '''<br />
<br />
: <math>\, *</math> Final vertical clearance from top of rails to bottom of superstructure shall be <u> &nbsp; (1) &nbsp;</u> minimum. Track elevations should be verified in the field prior to construction to determine if the final vertical clearance shown will be obtained.<br />
::(1) Required clearance specified on the Bridge Memorandum.<br />
<br />
'''Seal Course (Use the following notes when Seal Course is specified on the Design Layout.)'''<br />
<br />
'''(E3.6)'''<br />
:Seal course is designed for a water elevation of <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E3.7)'''<br />
:If the seal course is omitted, by the approval of the engineer, bottom of footing shall be placed at the elevation shown on the plans.<br />
<br />
<div id="Bar placement in slabs"></div><br />
'''Bar placement in slabs''' (Notes E3.8 – E3.9)<br />
<br />
'''Guidance Notes for Detailing:''' Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting. <br />
<br />
'''(E3.8) Use note with detail drawing indicating which bars are to be shifted.'''<br />
:Contractor may shift or swap bars as needed to tie R4 bar in barrier (4” min. bar spacing).<br />
<br />
'''(E3.9) Use note with detail drawing to indicate top edge longitudinal slab bar only.'''<br />
:Contractor may shift bar as needed to tie R3 bar in barrier.<br />
<br />
== F. Blank ==<br />
<br />
<br />
== G. Substructure Notes ==<br />
<br />
<br />
=== G1. Concrete Bents ===<br />
<br />
'''Expansion Device at End Bents (G1.1 and G1.1.1)'''<br />
<br />
'''(G1.1)'''<br />
:Top of backwall for end Bent<u>s</u> No. <u> &nbsp; &nbsp; </u>&nbsp; shall be formed to the crown and grade of the roadway. Backwall above upper construction joint<u>s</u> shall not be poured until the superstructure slab has been poured in the adjacent span.<br />
<br />
'''(G1.1.1)'''<br />
:All concrete above the upper construction joint in backwall shall be Class B-2.<br />
<br />
<br />
'''Abutments with Flared Wings'''<br />
<br />
'''(G1.2)'''<br />
:Longitudinal dimensions shown for bar spacing in the developed elevations are measured along front face of abutments.<br />
<br />
<br />
'''Stub Bents (G1.3 and G1.4) '''<br />
<br />
'''(G1.3)'''<br />
:<u>Barrier</u>, <u>parapets</u> <u>and</u> <u>end post</u> shall not be poured until the slab has been poured in the adjacent span.<br />
<br />
<br />
'''(G1.4) Use when embedded in rock or on a footing.'''<br />
:Rock shall be excavated to provide at least 6" of earth under the <u>beam and wings.</u><br />
<br />
<br />
'''End Bents with Turned-Back Wings (G1.5 and G1.6)'''<br />
<br />
'''(G1.5) Use for Non-Integral End Bents only.'''<br />
:Field bending shall be required when necessary at the wings for #<u> &nbsp; </u>-H<u> &nbsp; </u>&nbsp;bars in the backwalls for skewed structures and for #<u> &nbsp; </u>-F<u> &nbsp; </u>&nbsp;bars in the wings for the slope of the wing.<br />
<br />
'''(G1.6) Add to sheet showing the typical section thru wing detail.'''<br />
:For reinforcement of the barrier, see Sheet No. <u> &nbsp; &nbsp; </u> (1).<br />
<br />
::(1) Use sheet number of the details of the barrier at end bents.<br />
<br />
<br />
'''Integral End Bents (G1.7 thru G1.10)'''<br />
<br />
'''(G1.7) Place with part plan of end bent, second F bar required for skewed bents. '''<br />
:The #6-F___ <u>and #6-F &nbsp; </u> bars shall be bent in the field to clear <u>beams</u> <u>girders</u>. <br />
<div id="(G1.7.1) Use for skewed bents."></div><br />
<br />
'''(G1.7.1) Use for skewed bents. Place with plan of beam showing reinforcement and part plan of end bent, V bars not required with part plan of end bent. '''<br />
:The U bars <u>and pairs of V bars</u> shall be placed parallel to centerline of roadway.<br />
<br />
'''(G1.8) Place with part plan of end bent.'''<br />
:All concrete in the end bent above top of beam and below top of slab shall be Class B-2.<br />
<br />
'''P/S Structures (G1.9 and G1.9.1). place with part plan of end bent.'''<br />
<br />
'''(G1.9) '''<br />
:Strands at end of the <u>girders</u> <u>beams</u> shall be field bent or, if necessary, cut in field to maintain 1 1/2-inch minimum clearance to fill face of end bent.<br />
<div id="(G1.9.1)"></div><br />
'''(G1.9.1) Use appropriate girder sheet number. '''<br />
:For location of coil tie rods and #5-H__(strand tie bar), see Sheet No.___.<br />
<br />
'''(G1.10) Use for steel structures without steel diaphragms at end bents.'''<br />
:Concrete diaphragms at the integral end bents shall be poured a minimum of 12 hours before the slab is poured.<br />
<br />
<br />
'''Semi-Deep Abutments (G1.11 thru G1.13) Place near the ground line and piling in abutment detail. This detail and notes can be placed with abutment details or near the foundation table.'''<br />
<br />
'''(G1.11)'''<br />
:Earth within abutment shall not be above the ground line shown . Forms supporting the abutment slab may be left in place. <br />
<br />
<br />
'''(G1.12)'''<br />
:The maximum variation of the head of the pile and the battered face of the pile from the position shown shall be no more than 2 inches.<br />
<br />
<br />
'''(G1.13)'''<br />
:Exposed <u>steel piles</u> <u>steel pile shells</u> within the abutment shall be coated with a heavy coating of an approved bituminous paint.<br />
<br />
<div id="All Substructure Sheets with Anchor Bolts"></div><br />
<br />
'''All Substructure Sheets with Anchor Bolts'''<br />
<br />
'''(G1.15A)'''<br />
:Reinforcing steel shall be shifted to clear anchor bolt wells by at least 1/2".<br />
<br />
'''(G1.15B) Use unless only anchor bolt wells are preferred, i.e. uplift, congested reinforcement, etc. '''<br />
<br />
:Holes for anchor bolts may be drilled into the substructure. <br />
<br />
<br />
'''Beam/Girder Chairs (G1.16 thru G1.19). Notes G1.16 and G1.17 shall be placed near chair details. '''<br />
<div id="(G1.16)"></div><br />
'''(G1.16)'''<br />
:Cost of furnishing, fabricating and installing chairs will be considered completely covered by the contract unit price for <u>(a)</u>.<br />
<center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|+ <br />
! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |(a) <br />
|-<br />
|align="left" width="230"|Structures without steel beam or girder pay item ||align="left" width="230"|Fabricated Structural Carbon Steel (Misc.)<br />
|-<br />
|align="left"|Structures with steel beam or girder pay item|| align="left"|Use beam or girder pay item<br />
|}<br />
||<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|-<br />
|width="250" align="left"|When there is no steel beam or girder pay item, the miscellaneous steel for the chair is a substructure pay item and should also be included in the bent substructure quantity box<br />
|}<br />
|}<br />
<br />
</center><br />
'''(G1.17) Use for P/S structures and for steel structures when the chair material is not the pay item material. '''<br />
:Steel for chairs shall be ASTM A709 Grade 36.<br />
<br />
'''(G1.18) Use for structures with steel beam or girder pay items. Place below the substructure quantity box of all bents with chairs using the same pay item for (a) as used in Note G1.16. '''<br />
<br />
:The weight of <u> &nbsp;</u> pounds of chairs is included in the weight of (a). <br />
<br />
'''(G1.19) Place with the other bent notes. Second sentence is required when the chair details are located with other bent details. '''<br />
<br />
Reinforcing steel shall be shifted to clear chairs. <u>For details of chairs, see Sheet No. &nbsp; </u>. <br />
<br />
'''Pile Cap Bents. '''<br />
<br />
'''(G1.20) Place with plan showing reinforcement.'''<br />
:Reinforcing steel shall be shifted to clear piles. U bars shall clear piles by at least 1 1/2 inches. <br />
<br />
'''Vertical Drains at End Bents.''' <br />
<br />
'''(G1.25) Place with part plan of end bent. '''<br />
:For details of vertical drain at end bent, see Sheet No.___. <br />
<br />
'''Bridge Approach Slab. '''<br />
<br />
'''(G1.30) Place with part plan of end bent.'''<br />
:For details of bridge approach slab, see Sheet No.___.<br />
<br />
<br />
'''Miscellaneous'''<br />
<br />
'''(G1.40) Use the following note at all fixed intermediate bents on prestressed girder bridges with steps of 2" or more. Place with plan of beam.'''<br />
:For steps 2 inches or more, use 2 1/4 x 1/2 inch joint filler up vertical face.<br />
<br />
'''(G1.41a) Use the following note when vertical column steel is hooked into the bent beam for seismic category A.''' <br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G1.41b) Use the following note when vertical column steel is hooked into the bent beam for seismic category B, C or D. '''<br />
:The hooks of vertical bars embedded in the beam cap shall not be turned outward, away from the column core.<br />
<br />
'''(G1.42) Place the following note on plans when using Optional Section for Column-Web beam joints.'''<br />
:At the contractor's option, the details shown in optional Section __-__ may be used for column-web beam or tie beam at intermediate Bent No. <u>&nbsp;&nbsp;</u>. No additional payment will be made for this substitution.<br />
<br />
'''(G1.43) Place the following note on plans when you have adjoining twin bridges.'''<br />
:Preformed compression joint seal shall be in accordance with Sec 717. Payment will be considered completely covered by the contract unit price for other items included in the contract.<br />
<br />
'''(G1.44) Use with column closed circular stirrup/tie bar detail.''' <br />
:Minimum lap ____ (Stagger adjacent bar splices)<br />
<br />
'''(G1.45) Use when mechanical bar splices (MBS) are to be specified on the plans for column and drilled shaft vertical reinforcement.'''<br />
: When contractor uses MBS for <u>column</u> <u>and</u> <u>drilled shaft</u> vertical reinforcement, contractor shall increase diameter of stirrup bars and seismic bars (spiral/hoop) as needed at the MBS locations. No additional payment will be made for this adjustment. Stirrup bars and seismic bars shall not be shifted to create large gaps to avoid MBS.<br />
<br />
=== G2. Deadman Anchors ===<br />
<br />
'''(<math>\, *</math>) Size of rod.'''<br />
<br />
'''(G2.1)'''<br />
:Construction sequence:<br />
<br />
'''(G2.2)'''<br />
:Construct end bent with anchor tees in place.<br />
<br />
'''(G2.3)'''<br />
:Construct deadman with anchor tees in place.<br />
<br />
'''(G2.4)'''<br />
:Machine compact fill up to elevation of <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.5)'''<br />
:Install <u>(*)</u>"&oslash; rod, clevis and turnbuckle assembly.<br />
<br />
'''(G2.6)'''<br />
:Tighten turnbuckle until snug.<br />
<br />
'''(G2.7)'''<br />
:Hand compact fill for 12" (min.) over <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.8)'''<br />
:Machine compact remaining fill.<br />
<br />
'''(G2.9)'''<br />
:All anchor tees, rods, clevises, turnbuckles, etc. shall be fabricated from ASTM A709 Grade 36, ASTM A668 Class F or equivalent steel and galvanized in accordance with Sec 1081. Shop drawings will not be required. All concrete shall be Class B. All reinforcing steel shall be Grade 60.<br />
<br />
'''(G2.10)'''<br />
:All metal members of the anchorage system not embedded in concrete shall be cleaned and receive a heavy coating of an approved bituminous paint.<br />
<br />
'''(G2.11)'''<br />
:Fine aggregate shall be in accordance with Sec 1005 and shall be placed below and above the rod and turnbuckles.<br />
<br />
'''(G2.12)'''<br />
:Payment for all materials, excavation, backfill and any other incidental work necessary to complete the Deadman Anchorage Assembly will be considered completely covered by the contract unit price per each.<br />
<br />
'''(G2.13)'''<br />
:Note: Reinforcing steel lengths are based on nominal lengths, out to out.<br />
<br />
=== G3. Vertical Drain at End Bent (Notes for Bridge Standard Drawings)===<br />
<br />
'''(G3.0) '''<br />
:All drain pipe shall be sloped 1 to 2 percent.<br />
<br />
'''(G3.1)'''<br />
:Drain pipe may be either 6-inch diameter corrugated metallic-coated steel pipe underdrain, 4-inch diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4-inch diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
'''(G3.2)'''<br />
:Drain pipe shall be placed at fill face of end bent and inside face of wings. The pipe shall slope to lowest grade of ground line, also missing the lower beam of end bent by a minimum of 1 1/2 inches. <br />
<br />
'''(G3.3)'''<br />
:Perforated pipe shall be placed at fill face side and inside face of wings at the bottom of end bent and plain pipe shall be used where the vertical drain ends to the exit at ground line.<br />
<br />
=== G4. Substructure Quantity Table ===<br />
<br />
'''(G4.1) <font color="purple">[MS Cell]</font color="purple">''' Place substructure quantity table on right side of substructure bent sheet.<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Quantity<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
!colspan="3"|Items shown are for example only, use actual items and quantities for each bent.<br />
|}<br />
<br />
'''(G4.2)'''<br />
:These quantities are included in the estimated quantities table on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
'''Drilled Shafts'''<br />
<br />
'''(G4.3) '''<br />
:All reinforcement in drilled shafts and rock sockets is included in the substructure quantities.<br />
<br />
<br />
=== G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)===<br />
<br />
<br />
====G5a Closed Ended Cast-in Place (CECIP) Concrete Pile====<br />
<br />
'''(G5a1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5a2)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5a3)'''<br />
:Steel for closure plate shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a4)'''<br />
:Steel for cruciform pile point reinforcement shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a5)'''<br />
:Steel casting for conical pile point reinforcement shall be ASTM A148 Grade 90-60.<br />
<br />
'''(G5a6)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness. <br />
<br />
'''(G5a7)'''<br />
:Closure plate shall not project beyond the outside diameter of the pipe pile. Satisfactory weldments may be made by beveling tip end of pipe or by use of inside backing rings. In either case, proper gaps shall be used to obtain weld penetration full thickness of pipe. Payment for furnishing and installing closure plate will be considered completely covered by the contract unit price for Galvanized Cast-In-Place Concrete Piles.<br />
<br />
'''(G5a8)'''<br />
:Splices of pipe for cast-in-place concrete pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length.<br />
<br />
'''(G5a9a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5a9b) Use the following note for seismic category B, C or D '''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5a10)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5a11)''' <br />
:Closure plate need not be galvanized. <br />
<br />
'''(G5a12) '''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel. <br />
<br />
'''(G5a13) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents.'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5a14) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5a15)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
====G5b Open Ended Cast-in Place (OECIP) Concrete Pile====<br />
<br />
'''(G5b1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5b2)'''<br />
:Open ended pile shall be augered out to the minimum pile cleanout penetration elevation and filled with Class B-1 concrete.<br />
<br />
'''(G5b3)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5b4)'''<br />
:Steel casting for open ended cutting shoe pile point reinforcement shall be <u>ASTM A148 Grade 90-60</u>.<br />
<br />
'''(G5b5)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness.<br />
<br />
'''(G5b6)'''<br />
:Splices of pipe for cast-in-place pipe pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length. <br />
<br />
'''(G5b7a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5b7b) Use the following note for seismic category B, C or D'''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5b8)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5b9)'''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel.<br />
<br />
'''(G5b10) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5b11) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5b12)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
===G6. As-Built Pile and Drilled Shaft Data=== <br />
<br />
'''(G6.1) Include A, B and C with all pile types. Include D and E along with bracketed guidance when piles are being dynamic tested.''' <br />
<br />
:Indicate in remarks column:<br />
<br />
:A. Pile type and grade<br />
<br />
:B. Batter<br />
<br />
:C. Driven to practical refusal<br />
<br />
:D. PDA test pile<br />
<br />
:E. Minimum tip elevation controlled<br />
<br />
:(Use when actual blow count is less than PDA blow count due to minimum tip elevation requirement. A plus sign (+) shall be placed after the PDA nominal axial compressive resistance value indicating actual value is higher than PDA value.)<br />
<br />
'''(G6.2) Use this note when only drilled shafts are shown on the sheet. '''<br />
<br />
:Indicate remarks in the remarks column.<br />
<br />
'''(G6.3) '''<br />
<br />
:This sheet to be completed by MoDOT construction personnel.<br />
<br />
===G7. Steel HP Pile===<br />
<br />
'''(G7.1) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Splice Detail - Galvanized.'''<br />
:Galvanizing material shall be omitted or removed one inch clear of weld locations in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702].<br />
<br />
'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
<div id="(G7.4) (Use the following note"></div><br />
'''(G7.3) Use on all plans where HP piles are anticipated to be driven to refusal on rock at any depth.'''<br />
<br />
:HP piles are anticipated to be driven to refusal on rock. Review all borings for depth of rock and restrict driving as appropriate to comply with hard rock driving criteria in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702]. When pile refusal on rock occurs, as approved by the engineer, the minimum nominal axial compressive resistance is verified and no additional pile driving verification method is required.<br />
<br />
===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with Sec 701.<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
<br />
== H. Superstructure Notes ==<br />
<br />
<br />
=== H1. Steel ===<br />
<br />
'''Plate Girders - (Shop welding)'''<br />
<br />
'''(H1.1) To be used only with the permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop flange splice by extending the heavier flange plate and providing approved modifications of details at field flange splices and elsewhere as required. All cost of any required design, plan revisions or re-checking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on Design Plans.<br />
<br />
<br />
'''Welded Shop Splices'''<br />
<br />
'''(H1.1.1) Place near Welded Shop Splice Details.'''<br />
:Welded shop web and flange splices may be permitted when detailed on the shop drawings and approved by the engineer. No additional payment will be made for optional welded shop web and flange splices.<br />
<div id="(H1.2)"></div><br />
'''(H1.2) Use for the welded connection of intermediate web stiffener to compression flange. Use for the welded connection of intermediate diaphragm connection plate to compression flange when bolted connection detail is used for tension flange.'''<br />
:(3) Weld to compression flange as located on Elevation of Girder. <br />
<br />
<div id="(H1.3) Add to note (H1.2)"></div><br />
<br />
'''(H1.3) Add to note (H1.2), only when girders are built up with A514 or A517 steel flanges. Caution: Using this note means that these structural steels are already on the system. Any new construction using these structural steels requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.'''<br />
<br />
:Intermediate web stiffeners shall not be welded to plates of A514 or A517 steel.<br />
<br />
<br />
'''Plate Girders with Camber'''<br />
<br />
'''(H1.4) Place near the elevation of girder.'''<br />
:Plate girders shall be fabricated to be in accordance with the camber diagram shown on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Detail Camber Diagram with note (H1.5), Dead Load Deflection Diagram with notes (H1.6) and (H1.6.1), and Theoretical Slab Haunch with note (H1.7).'''<br />
<br />
'''(H1.5)'''<br />
:Camber includes allowance for <u>vertical curve,</u> <u>superelevation transition,</u> <u>and for</u> dead load deflection due to concrete slab, barrier, <u>asphalt,</u> <u>concrete wearing surface</u> and structural steel.<br />
<br />
'''(H1.6)'''<br />
:<u>&nbsp;&nbsp;</u>% of dead load deflection is due to the weight of structural steel.<br />
<br />
'''(H1.6.1)'''<br />
:Dead load deflection includes weight of structural steel, concrete slab, and barrier.<br />
<br />
<br />
'''(H1.7)'''<br />
:'''*''' Dimension (bottom of slab to top of web) may vary if the girder camber after erection differs from plan camber by more or less than the % of Dead Load Deflection due to weight of structural steel. No payment will be made for any adjustment in forming or additional concrete required for variation in haunching.<br />
<br />
'''Note:''' Increase the haunch by 1/2"&plusmn; more than what is required to make one size shear connector work for both the CIP and the SIP options.<br />
<br />
<br />
'''Bolted Field Splices for Plate Girders and Wide Flange Beams use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel.'''<br />
<br />
'''Place the following notes near detail of bolted field splice:'''<br />
<div id="(H1.8) Include underline"></div><br />
'''(H1.8) Include underline portion for Class C or D faying surfaces. Class B is standard and included in Spec Book 1081.10.3.10.1.'''<br />
<br />
:Contact surfaces shall be in accordance with Sec 1081 for surface preparation. <u>The surface condition factor shall be for Class</u> <u>C</u> <u>D</u> <u>with coefficient of</u> <u>0.30.</u> <u>0.45.</u><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' MoDOT typically uses Class B.<br />
|-<br />
|width="150" valign="top"|Class A Surface: ||Unpainted clean mill scale, and blast-cleaned surfaces with Class A coatings. Surface condition factor = 0.30 (Not used by MoDOT)<br />
|-<br />
|valign="top"|Class B Surface: ||Unpainted blast-cleaned surfaces to SSPC-SP 6 or better, and blast-cleaned surfaces with Class B coatings (inorganic zinc primer), or unsealed pure zinc or 85/15 zinc/aluminum thermal-sprayed coatings with a thickness less than or equal to 16 mils. Surface condition factor = 0.50<br />
|-<br />
|valign="top"|Class C Surface: ||Hot-dip galvanized surfaces. Surface condition factor = 0.30<br />
|-<br />
|valign="top"|Class D Surface:||Blast-cleaned surfaces with Class D coatings (organic zinc-rich primer). Surface condition factor = 0.45<br />
|}<br />
<br />
'''(H1.8.1) ASTM F3148 Grade 144 bolts may be specified by design or directly substituted for a design with A325 bolts. Consult SPM or SLE before using F3148 bolts.'''<br />
:Bolts shall be 7/8-inch diameter ASTM <u>F3125 Grade A325</u> <u>F3148 Grade 144</u> <u>Type 1</u> <u>Type 3</u> in 15/16-inch diameter holes.<br />
<br />
<br />
'''Structures without Longitudinal Section'''<br />
<br />
'''(H1.9) Place just above slab at part section near end diaphragm and draw an arrow to the top of diaphragm.'''<br />
:Haunch slab to bear.<br />
<br />
<br />
'''Top of End Bent Backwall (Without expansion device)'''<br />
<br />
'''(H1.10)'''<br />
:Two layers of 30-lb roofing felt.<br />
<br />
<br />
'''Section thru Spans'''<br />
<br />
'''(H1.11) Place on the slab sheet when applicable.'''<br />
:For details of <u>barrier</u> <u>parapet</u> <u>median bridge rail</u> not shown, see Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Web Stiffeners'''<br />
<br />
'''(H1.12)'''<br />
:Whenever longitudinal stiffeners interfere with bolting the <u>diaphragms</u> <u>cross frames</u> in place, clip stiffeners.<br />
<br />
'''(H1.13)'''<br />
:Longitudinal web stiffeners shall be placed on the outside of exterior girders and on the side opposite of the transverse web stiffener plates for interior girders.<br />
<br />
'''(H1.14)'''<br />
:Transverse web stiffeners shall be located as shown in the plan of structural steel.<br />
<br />
'''(H1.15)'''<br />
:Intermediate web stiffener plate and diaphragm spacing may vary from plan dimensions by a maximum of 3" for diaphragm to connect to the intermediate web stiffener plate.<br />
<br />
<br />
'''Wide Flange Beams - (Shop Welding)'''<br />
<br />
'''(H1.16) To be used only with permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop splice by extending the heavier beam and providing an approved modification of details at the field splices. All costs of any required redesign, plan revisions or rechecking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on the design plans.<br />
<br />
<br />
'''Shear Connectors'''<br />
<br />
'''(H1.17) Use only when "Fabricated Structural …Steel… " is included as a pay item.'''<br />
:Weight of <u>&nbsp;&nbsp;&nbsp;</u> pounds of shear connectors is included in the weight of Fabricated Structural <u>&nbsp;&nbsp;&nbsp;</u> Steel.<br />
<br />
'''(H1.18)'''<br />
:Shear connectors shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 712, 1037 and 1080].<br />
<br />
<br />
'''Notch Toughness for Wide Flange Beams (Do not use the following notes if member is labeled as fracture critical.)<br />
:(Place an ∗ with all the beam sizes indicated on the "Plan of Structural Steel".)<br />
:(Place the following note near the "Plan of Structural Steel".)'''<br />
<br />
'''(H1.19)'''<br />
:∗ Notch toughness is required for all wide flange beams.<br />
<br />
<br />
'''(Place an ∗ with the flange plate, pin plate or hanger bar size indicated on the "Detail of Flange Plates, Pin Plate Connection or Hanger Connection".)''' <br />
<br />
'''(H1.20)'''<br />
:∗ Notch toughness is required for all <u>welded flange plates</u> <u>pin plates</u> <u>hanger bars</u>.<br />
<br />
<br />
'''Notch Toughness for Plate Girders (Do not use the following notes if member is labeled as fracture critical.)<br />
:'''(Place the following note on the sheet with the Elevation of Girder.)'''<br />
:'''(See [[751.5 Structural Detailing Guidelines#751.5.9.3.2 Notch Toughness|Plate Girder Example]] for typical examples for the location of ∗ ∗ ∗ on details for plate girders.)'''<br />
<br />
'''(H1.21)'''<br />
:∗ ∗ ∗ Indicates flange plates subject to notch toughness requirements.<br />
:All web plates shall be subject to notch toughness requirements.<br />
<br />
'''(H1.21.1)'''<br />
:The flange and web splice plates shall be subject to notch toughness requirements, when notch toughness is required for flanges on both sides of splice.<br />
<br />
<br />
'''(Place ∗ ∗ ∗ near the size of flange splice plates, pin plates or hanger bars and the following note near the detail of flange splice, pin plate connection or hanger connection.) '''<br />
<br />
'''(H1.22)'''<br />
:∗ ∗ ∗ Indicates <u>flange splice plates</u> <u>pin plates</u> <u>hanger bars</u> subject to notch toughness requirements.<br />
<br />
<div id="(H1.23)"></div><br />
'''(H1.23) Structural Steel for Wide Flange Beams and Plate Girder Structures'''<br />
<br />
'''(H1.23a)'''<br />
:Fabricated structural steel shall be ASTM A709 Grade <u>36</u> <u>50</u>, except as noted.<br />
<br />
'''(H1.23b) Use the following note on all structures that contain non-redundant Fracture Critical Members (FCM).'''<br />
Label FCM members in the details, and place the following note nearby. Notes H1.19 through H1.22 are not required when the member is labeled as fracture critical.<br />
<br />
:FCM indicates Fracture Critical Member, see [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''Tangent Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel and Elevation of Beams or Girders'''<br />
<br />
'''(H1.24)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Oversized Holes for Intermediate Diaphragms'''<br />
<br />
'''Place the following note near the intermediate diaphragm detail on all tangent wide flange and plate girder structures.'''<br />
<br />
'''(H1.26)'''<br />
:At the contractor's option, holes in the diaphragm plate of non slab bearing diaphragms may be made 3/16" larger than the nominal diameter of the bolt. A hardened washer shall be used under the bolt head and nut when this option is used. Holes in the girder diaphragm connection plate or transverse web stiffener shall be standard size.<br />
<br />
<br />
'''Slab drain attachment holes'''<br />
<br />
'''Place the following note near the Elevation of Girder detail for plate girders or near the plan view for Wide Flange Beams when Slab Drains are used.'''<br />
<br />
'''(H1.27)'''<br />
:For location of slab drain attachment holes, see slab drain details sheet.<br />
<br />
<br />
'''Tangent Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''Dimensions given in plan should be identical to horizontal dimensions detailed in Part-Longitudinal Sections or blocking diagram.'''<br />
<br />
'''(H1.28)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.29)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.31)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Elevation of Beams or Girders'''<br />
<br />
'''(H1.32)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)''' <br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.36)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.37)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Structures on Vertical Curve'''<br />
<br />
'''(H1.39)'''<br />
:Elevations shown are at top of web before dead load deflection.<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange'''<br />
<br />
'''(H1.40) Use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Bolts shall be 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> that connect the 6 x 6 x 3/8 angle to the top flange and placed so the nut is on the inside of flange toward the web. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied. <br />
|}<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange for Structures on Vertical Curve'''<br />
<br />
'''(H1.40.1)'''<br />
:The 6 x 6 x 3/8 angle legs shall be adjusted to the variable angle between bearing stiffener and top flange created by girder tilt due to grade requirements.<br />
<br />
<br />
'''(H1.42) Place the following note near the Plan of Structural Steel for all new bridges with staged construction or bridge widening projects. '''<br />
:Bolts for intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be installed snug tight, then tightened after both adjacent slab pours are completed.<br />
<br />
'''(H1.43) Place the following note on the staging sheet for all bridge redecking projects with staged construction.'''<br />
:Existing <u>bolts</u> <u>rivets</u> on intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be removed and replaced with new in kind high strength bolts installed snug tight and in accordance with Sec 712. The high strength bolts shall be tightened after both adjacent slab pours are completed. Cost will be considered incidental to other pay items.<br />
<br />
'''(H1.45) Place near Detail B and Optional Detail B with cross frame diaphragms. '''<br />
:'''*''' At the contractor's option, rectangular fill plates may be used in lieu of diamond fill plates as shown in Optional Detail B.<br />
<br />
'''Haunching (Use for wide flange deck replacements.) '''<br />
<br />
'''(H1.51)'''<br />
:Slab is to be considered at a uniform thickness as shown on the plans. Haunching will vary. See front sheet for slab thickness.<br />
<br />
'''(H1.53) Drip angles''' (Notes for Bridge Standard Drawings)<br />
:'''(H1.53a)''' Drip angles shall be caulked with dark brown caulking against flange, web and fillet welds.<br />
:'''(H1.53b)''' Drip angles shall be same grade as bottom flange.<br />
:'''(H1.53c)''' Use 1/2-inch diameter ASTM F3125 Grade A325 Type 3 for bolted connection.<br />
<br />
=== H2. Concrete ===<br />
<br />
<br />
==== H2a. Continuous Slab ====<br />
<br />
'''(H2a.1) Use for voided slabs'''<br />
:Tubes for producing voids shall have an outside diameter of [[Image:751.50 circled 1.gif]] and shall be anchored at not more than [[Image:751.50 circled 2.gif]] centers. Fiber tubes shall have a wall thickness of not less than [[Image:751.50 circled 3.gif]].<br />
<br />
<br />
(*) See the following table for [[Image:751.50 circled 1.gif]], [[Image:751.50 circled 2.gif]], & [[Image:751.50 circled 3.gif]].<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|+(Do not show this table on plans)<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Voids<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 1.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 2.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|[[Image:751.50 circled 3.gif]]<br />
|-<br />
|width="75pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|7"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|7.0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|8.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|9"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|9.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|10"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|10.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|11"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|11.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|12"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|12.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|14"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|14.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.250"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|15 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|15.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|16 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|16.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|18 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-6"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|20 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|20.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|21 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|22 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|22.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"|24 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|24.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|}<br />
<br />
==== H2b. Prestressed Panels (Notes for Bridge Standard Drawings)====<br />
<br />
'''H2b1. Notes for both Concrete and Steel Spans '''<br />
<br />
'''(H2b1.1)'''<br />
:Concrete for prestressed panels shall be Class A-1 with f'<sub>c</sub> = 6,000 psi, f'<sub>ci</sub> = 4,000 psi.<br />
<br />
'''(H2b1.2)'''<br />
:The top surface of all panels shall receive a scored finish with a depth of scoring of 1/8" perpendicular to the prestressing strands in the panels.<br />
<br />
'''(H2b1.3)'''<br />
:Prestressing tendons shall be high-tensile strength uncoated seven-wire, low-relaxation strands for prestressed concrete in accordance with AASHTO M 203 Grade 270, with nominal diameter of strand = 3/8" and nominal area = 0.085 sq. in. and minimum ultimate strength = 22.95 kips (270 ksi). Larger strands may be used with the same spacing and initial tension.<br />
<br />
'''(H2b1.4)'''<br />
:Initial prestressing force = 17.2 kips/strand.<br />
<br />
'''(H2b1.5)'''<br />
:The method and sequence of releasing the strands shall be shown on the shop drawings.<br />
<br />
'''(H2b1.6)'''<br />
:Suitable anchorage devices for lifting panels may be cast in panels, provided the devices are shown on the shop drawings and approved by the engineer. Panel lengths shall be determined by the contractor and shown on the shop drawings.<br />
<br />
'''(H2b1.7)'''<br />
:When squared end panels are used at skewed bents, the skewed portion shall be cast full depth. No separate payment will be made for additional concrete and reinforcing required.<br />
<br />
'''(H2b1.8) References the P3 bars shown in the Plans of Panels. '''<br />
:Use #3-P3 bars if panel is skewed 45&deg; or greater.<br />
<br />
'''(H2b1.9)'''<br />
:All reinforcement other than prestressing strands shall be epoxy coated.<br />
<br />
'''(H2b1.10) References the panel extension into the diaphragms shown in the Plan of Panels Placement. '''<br />
:End panels shall be dimensioned 1/2" min. to 1 1/2" max. from the inside face of diaphragm.<br />
<br />
'''(H2b1.11) References the S-bars shown in the Plan of Panels Placement. '''<br />
:S-bars shown are bottom steel in slab between panels and used with squared and truncated end panels only.<br />
<br />
'''(H2b1.12)'''<br />
:Cost of S-bars will be considered completely covered by the contract unit price for the slab.<br />
<br />
'''(H2b1.13)'''<br />
:S-bars are not listed in the bill of reinforcing.<br />
<br />
'''(H2b1.14) Place as fifth note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be glued to the <u>girder</u> <u>beam</u>. When thickness exceeds 1 1/2 inches, the joint filler shall be glued top and bottom. The glue used shall be the type recommended by the joint filler manufacturer.<br />
<br />
'''(H2b1.15)'''<br />
:Precast panels may be in contact with stirrup reinforcing in diaphragms.<br />
<br />
'''(H2b1.16) References the transverse S-bars extension into integral end bents shown in the Plan of Panels Placement. '''<br />
:Extend S-Bars 18 inches beyond the front face of end bents and int. bents for squared and truncated end panels only.<br />
<br />
'''(H2b1.17) References the 3/8-inch diameter strands shown in the Plans of Panels. '''<br />
:Any strand 2'-0" or shorter shall have a #4 reinforcing bar on each side of it, centered between strands. Strands 2'-0" or shorter may then be debonded at the fabricator's option.<br />
<br />
'''(H2b1.18)'''<br />
:Support from diaphragm forms is required under the optional skewed end until cast-in-place concrete has reached 3,000 psi compressive strength.<br />
<br />
'''(H2b1.19) Place under the Bending Diagram for U1 Bar. '''<br />
:U1 Bars may be oriented at right angles to location and spacing shown. U1 Bars shall be placed between P1 Bars. <br />
<br />
'''(H2b1.20) Place as last note under Joint Filler heading in the General Notes. '''<br />
:Edges of panels shall be uniformly seated on the joint filler before slab reinforcement is placed.<br />
<br />
'''(H2b1.21)'''<br />
:Prestressed panels shall be brought to saturated surface-dry (SSD) condition just prior to the deck pour. There shall be no free standing water on the panels or in the area to be cast.<br />
<br />
'''(H2b1.22)''' <br />
:The prestressed panel quantities are not included in the table of estimated quantities for the slab.<br />
<br />
'''(H2b1.23) References the transverse S-bars extension beyond the edge of girder or beam shown in the Plan of Panels Placement.''' <br />
:Extend S-bars 9 inches beyond edge of <u>girder</u> <u>beam (Typ.)</u>.<br />
<br />
'''(H2b1.24) References the panel overhang shown in Section A-A. '''<br />
:Contractor shall ensure proper consolidation under and between panels.<br />
<br />
'''(H2b1.25) Place as first note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be preformed fiber expansion joint material in accordance with Sec 1057 or expanded or extruded polystyrene bedding material in accordance with Sec 1073.<br />
<br />
'''(H2b1.26) References the #3-P1 bars in the squared and truncated end panels only shown in the Plans of Squared Panel and Optional Truncated End Panel.'''<br />
:For end panels only, P1 bars shall be 2’-0” in length and embedded 12”. P1 bars will not be required for panels at squared integral end bents. <br />
<br />
'''(H2b1.27) References the four #3-P2 bars required below the strands shown in the plans of panels and the section thru the panel. '''<br />
: #3-P2 bars near edge of panel at bottom (under strands).<br />
<br />
'''(H2b1.28) References the bottom transverse slab bars shown in the section near the expansion gap. Not required if there is not an expansion gap on the bridge. '''<br />
:S-bars shown are used with skewed end panels, or squared end panels of squared structures only. The #5 S-bars shall extend the width of slab (2'-6" lap if necessary) or to within 3 inches of expansion device assemblies.<br />
<br />
'''(H2b1.29) References #3-P1 bars required at expansion gaps shown in the Plan of Optional Skewed End Panel. Not required if there is not an expansion gap on the bridge. '''<br />
:P1 bars not required for integral bents.<br />
<br />
'''(H2b1.30) References the min. steel reinforcement for openings in slab created by truncated end panels.'''<br />
:For truncated end panels, use a min. of #5-S bars at 6” crossings in openings, or min. 4x4-W7xW7.<br />
<br />
<br />
'''H2b2. Additional Notes for Panels on Concrete Spans'''<br />
<br />
'''(H2b2.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material may be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances.<br />
<br />
'''(H2b2.6) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of preformed fiber expansion joint material shall be used under any one edge of any panel except at locations where top flange thickness may be stepped. The maximum change in thickness between adjacent panels shall be 1/2 inch. The polystyrene bedding material may be cut with a transition to match haunch height above top of flange.<br />
<br />
'''(H2b2.7) References the top flange thickness shown in Section A-A. '''<br />
:At the contractor's option, the variation in slab thickness over prestressed panels may be eliminated or reduced by increasing and varying the <u>girder</u> <u>beam</u> top flange thickness. Dimensions shall be shown on the shop drawings.<br />
<br />
'''(H2b2.8) References the slab thickness above the panel shown in Section A-A. '''<br />
:Slab thickness over prestressed panels varies due to <u>girder</u> <u>beam</u> camber. In order to maintain minimum slab thickness, it may be necessary to raise the grade uniformly throughout the structure. No payment will be made for additional labor or materials required for necessary grade adjustment.<br />
<br />
'''(H2b2.10) Place as second note under Joint Filler heading in the General Notes. '''<br />
:Use Slab Haunching Diagram on Sheet No. __ for determining thickness of joint filler within the limits noted in the table of Joint Filler Dimensions. <br />
<br />
<br />
'''H2b3. Additional Notes for Panels on Steel Spans'''<br />
<br />
'''(H2b3.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material shall be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances. <br />
<br />
'''(H2b3.2) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of material shall be used under any one edge of any panel except at splices, and the maximum change in thickness between adjacent panels shall be 1/4 inch to correct for variations from <u>Girder</u> <u>Beam</u> Camber Diagram. The polystyrene bedding material may be cut to match haunch height above top of flange.<br />
<br />
'''(H2b3.3) References the slab thickness above the panel shown in Section A-A. '''<br />
:Adjustment in the slab thickness, joint filler, or grade will be necessary if the <u>girder</u> <u>beam</u> camber after erection differs from plan camber by more than the % of dead load deflection due to the weight of structural steel. No payment will be made for additional labor or materials for the adjustment.<br />
<br />
'''(H2b3.5) Place as second note under Joint Filler heading in the General Notes. '''<br />
:The thickness of the joint filler shall be adjusted to achieve the slab haunching dimension found on Sheet No. __. These adjustments shall be within the limits noted in the table of Joint Filler Dimensions.<br />
<br />
==== H2c. Prestressed Girders and Beams====<br />
<br />
'''H2c1. Notes for all Girders and Beams. Place in general notes unless otherwise specified. ''' <br />
<br />
'''(H2c1.1)'''<br />
:Concrete for prestressed <u>girders</u> <u>beams</u> shall be Class A-1 with f'<sub>c</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi and f'<sub>ci</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi.<br />
<div id="(H2c1.3)"></div><br />
'''(H2c1.3)'''<br />
:Use ___ strands, <u>1/2</u> <u>0.6</u>"ø Grade 270, with an initial prestress force of <u>&nbsp;&nbsp;&nbsp;</u> kips.<br />
<br />
'''(H2c1.4) '''<br />
:Pretensioned members shall be in accordance with Sec 1029.<br />
<br />
'''(H2c1.5) '''<br />
:Fabricator shall be responsible for location and design of lifting devices. <br />
<div id="(H2c1.7)"></div><br />
'''(H2c1.7) All girders and beams except double-tee girders. Top flange blockout for multiple span NU girders only. Application of bond breaker for prestressed panel decks on NU girders and spread beams only.'''<br />
:Exterior and interior <u>girders</u> <u>beams</u> are the same except: coil ties, <u>top flange blockout,</u> <u>application of bond breaker,</u> <u>coil inserts for slab drains,</u> <u>holes for steel intermediate diaphragms</u>.<br />
<br />
'''(H2c1.9) Use when the camber diagram is placed on another sheet. '''<br />
:For <u>Girder</u> <u>Beam</u> Camber Diagram, see Sheet No. __. <br />
<br />
<div id="(H2c1.10)"></div><br />
'''(H2c1.10) Use when steel intermediate diaphragms are present.'''<br />
:The 1 1/2"ø holes shall be cast in the web for steel intermediate diaphragms. Drilling is not allowed. For location of holes and details of steel intermediate diaphragms, see Sheet No. __.<br />
<br />
'''(H2c1.15) Use when slab drains are present. Use <u>drain blockouts</u> for double-tee girders, otherwise use <u>coil inserts at slab drains</u>. '''<br />
:For location of <u>coil inserts at slab drains</u> <u>drain blockouts</u>, see Sheet No. __. <br />
<br />
'''(H2c1.25) Place near vent hole details for stream crossings only for girder structures. Use <u>(one end only)</u> for flat grades otherwise use <u>upgrade</u>. '''<br />
:Place vent holes at or near <u>upgrade</u> 1/3 point of girders <u>(one end only)</u> and clear reinforcing steel and strands by 1 1/2" minimum <u>and steel intermediate diaphragms bolt connection by 6" minimum</u>. <br />
<br />
<div id="(H2c1.38)"></div><br />
'''(H2c1.38) '''<br />
:For location of coil ties at <u>concrete diaphragms</u> <u>and integral bents</u>, see Sheet<u>s</u> No. __<u>and</u> __. <br />
<br />
'''(H2c1.44) Place near strand arrangement detail when strands are debonded (primarily with beams).'''<br />
:All strands are fully bonded unless otherwise noted.<br />
<br />
'''(H2c1.46) Place near strands at girder or beam ends detail with non-integral bents. Adjust the details accordingly. '''<br />
:Prestressing strands at End Bents No. __ and __ <u>and Intermediate</u> <u>Bents</u> No. __ and __ shall be trimmed to within 1/8 inch of concrete if exposed, or 1 inch of concrete if encased. Exposed ends of girders shall be given 2 coats of an asphalt paint. Ends of girders which will be encased in concrete diaphragms shall not be painted. <br />
<br />
<br />
'''H2c2. Additional NU-Girder Notes. Place with H2c1 general notes.''' <br />
<br />
<div id="(H2c2.2)"></div><br />
'''(H2c2.2) Use for NU 35 and NU 43 only '''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the girders during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not drill holes in the girders. <br />
<br />
'''(H2c2.3) '''<br />
:Alternate bar reinforcing steel details are provided and may be used. The same type of reinforcing steel shall be used for all girders in all spans. <br />
<br />
<div id="(H2c2.10)"></div><br />
<br />
'''H2c3. Additional Double-Tee Girder Notes. Place with H2c1 general notes. '''<br />
<br />
'''(H2c3.1) '''<br />
:Girders shall be handled and erected into position in a manner that will not impair the strength of the girder. <br />
<br />
'''(H2c3.2) '''<br />
:The vertical face of the exterior girder that will be in contact with the slab shall be roughened by sand blasting, or other approved methods, to provide suitable bond between girder and slab. <br />
<br />
'''(H2c3.3) '''<br />
:All exposed edges of concrete shall have a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H2c3.4) '''<br />
:Payment for edge block will be considered completely covered by the contract unit price for the double-tee girders. <br />
<br />
'''(H2c3.5) '''<br />
:Provide lifting loops in each end of double-tee girder, located near center of stem, 2 feet from each end. <br />
<br />
'''(H2c3.6) '''<br />
:Adequate reinforcing other than the specified welded wire fabric may be used with the approval of the engineer. <br />
<br />
'''Use notes H2c3.10 and H2c3.11 when a thrie beam bridge rail is used. '''<br />
<br />
'''(H2c3.10) '''<br />
:See slab sheet for spacing of rail posts. <br />
<br />
'''(H2c3.11) '''<br />
:See thrie beam rail sheet for details of bolt spacing at rail posts and anchor bolt lengths. <br />
<br />
<div id="H2c4. Additional Prestressed Concrete Box Beam Notes"></div><br />
<br />
'''H2c4. Blank'''<br />
<br />
<br />
'''H2c5. Blank '''<br />
<br />
<br />
'''H2c6. Camber Diagram & Slab Haunching or Slab Thickness Diagram '''<br />
<div id="(H2c6.1)"></div><br />
<br />
'''(H2c6.1) Place with camber diagram '''<font color="purple">[MS Cell]</font color="purple">''' for all girders and beams. '''<br />
:Conversion factors for <u>girder</u> <u>beam</u> camber (Estimated at 90 days): <br />
<br />
:'''Use with spans 75' and greater in length. '''<br />
:0.1 pt. = 0.314 x 0.5 pt. <br />
:0.2 pt. = 0.593 x 0.5 pt. <br />
:0.3 pt. = 0.813 x 0.5 pt. <br />
:0.4 pt. = 0.952 x 0.5 pt. <br />
<br />
:'''Use with spans less than 75' in length. '''<br />
:0.25 pt. = 0.7125 x 0.5 pt. <br />
<div id="Place notes H2c6.10 thru H2c6.14"></div><br />
'''Place notes H2c6.10 thru H2c6.14 with slab haunching diagram '''<font color="purple">[MS Cell]</font color="purple">''' (slab thickness diagram '''<font color="purple">[MS Cell]</font color="purple">''' for double-tee girders and adjacent beams). '''<br />
<br />
'''(H2c6.10) Omit underlined haunch segments for double-tee girders and adjacent beams. The minimum embedment sentence is not applicable for Box Beams. Omit hairpin bar when not used on the plan details.'''<br />
:If <u>girder</u> <u>beam</u> camber is different from that shown in the camber diagram, in order to maintain minimum slab thickness, <u>an adjustment of the slab haunches,</u> an increase in slab thickness or a raise in grade uniformly throughout the structure shall be necessary. <u>The haunch shall be limited to ensure the projecting girder reinforcement</u> <u>or hairpin bar</u> <u>is embedded into slab at least 2 inches.</u> No payment will be made for additional labor or materials required for variation in <u>haunching,</u> slab thickness or grade adjustment. <br />
<br />
'''(H2c6.11) Omit “haunches” for double-tee girders and adjacent beams. '''<br />
:Concrete in the slab <u>haunches</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>. <br />
<br />
'''(H2c6.13) Use only for double-tee girders and adjacent beams. Underline part only required when the slab thickness within parabolic crown is less than the minimum slab thickness. A = minimum slab thickness. B = slab thickness at crown centerline. '''<br />
:The slab is to be built parallel to grade and to a minimum thickness of '''''A''''' <u>(Except varies from '''''A''''' to '''''B''''' within parabolic crown)</u>. <br />
<br />
'''(H2c6.14) Use only if the camber diagram is located on the girder or beam sheet. '''<br />
:See <u>girder</u> <u>beam</u> sheet for <u>girder</u> <u>beam</u> camber diagram. <br />
<br />
<br />
'''H2c7. Steel Intermediate Diaphragms ''' <br />
<br />
'''(H2c7.1) For the location of (*), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(*) In lieu of 2 1/2" outside diameter washers, contractor may substitute a 3/16" (Min. thickness) plate with four 15/16"ø holes and one hardened washer per bolt. <br />
<br />
'''(H2c7.2) For the location of (**), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(**) Bolts shall be tightened to provide a tension of one-half that specified in Sec 712 for high strength bolt installation. ASTM F3125 Grade A325 Type 1 bolts may be substituted for and installed in accordance with the requirements for the specified A307 bolts. <br />
<br />
'''(H2c7.3) '''<br />
:All diaphragm materials including bolts, nuts, and washers shall be galvanized. <br />
<br />
'''(H2c7.4) '''<br />
:Fabricated structural steel shall be ASTM A709 Grade 36 except as noted. <br />
<br />
'''(H2c7.5) '''<br />
:Payment for furnishing and installing steel intermediate diaphragms will be considered completely covered by the contract unit price for Steel Intermediate Diaphragm for P/S Concrete Girders. <br />
<br />
'''(H2c7.6) '''<br />
:Shop drawings will not be required for steel intermediate diaphragms and angle connections. <br />
<br />
<br />
'''H2c8. Concrete Diaphragms at Intermediate Bents '''<br />
<br />
'''(H2c8.1) Place near diaphragm details for all girders and beams except for double-tee girders at the following grades: 16” > 5%, 22” > 4% and 30” > 3%. '''<br />
:Diaphragms at intermediate bents shall be built vertical.<br />
<br />
=== H3. Bearings ===<br />
<br />
<br />
==== H3a. Type C & D ====<br />
<br />
'''The following notes apply to Type C Bearings.'''<br />
<br />
'''(H3.1)'''<br />
:Anchor bolts for Type C bearings shall be 1"ø ASTM F1554 Grade 55 swedged bolts, with no heads or nuts and shall extend 10" into the concrete. Swedging shall be 1" less than the extension into the concrete. Anchor bolts shall be set in the drilling holes or in the anchor bolt wells and grouted prior to the erection of steel. The top of anchor bolts shall be set approximately 1/4" below the top of bearing. <br />
<br />
'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.3)'''<br />
:Weight of the anchor bolts for the bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.4) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.5)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following notes apply to Type D Bearings.'''<br />
<br />
'''(H3.6)'''<br />
:Anchor bolts for Type D bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329. <br />
<br />
'''(H3.8)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.9) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.10)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type D Bearings Modified.'''<br />
<br />
'''(H3.11)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3b. Type E ====<br />
<br />
'''The following notes apply to Type E Bearings.'''<br />
<br />
'''(H3.15)'''<br />
:Anchor bolts for Type E bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.17)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.18) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.20)'''<br />
:A lubricant coating shall be applied in the shop to both mating surfaces of the bearing assembly. The lubricant, method of cleaning, and application shall meet the requirements of MIL-L-23398 and MIL-L-46147. The coated areas shall be protected for shipping and erection.<br />
<br />
'''(H3.21)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type E Bearings Modified.'''<br />
<br />
'''(H3.22)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3c. Type N PTFE ====<br />
<br />
'''(H3.24)''' <br />
:Design coefficient of friction equals _____.<br />
<br />
'''(H3.24.1)'''<br />
:The PTFE surface shall be <u>flat</u> <u>dimpled</u>.<br />
<br />
'''(H3.24.2) Use for Dimpled PTFE only'''<br />
:The depth of the dimples shall be at least 0.08 inch but less than one-half the PTFE thickness and the diameter shall be no more than 0.32 inch. Dimples shall be uniformly distributed and cover greater than 20% but less than 30% of the entire PTFE surface area. Dimples shall not be placed to intersect the edge of the PTFE surface.<br />
<br />
'''(H3.24.3) Use for Dimpled PTFE only''' <br />
:Dimpled PTFE surfaces shall be lubricated with silicone grease meeting the Society of Automotive Engineers Specification SAE-AS8660.<br />
<br />
'''(H3.25) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.27)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.28)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
<br />
'''Use the following note when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized.'''<br />
<br />
'''(H3.29) Use grade per Design Comps.'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating.<br />
<br />
<div id="Use the following note when ASTM A709 Grade 50W steel"></div><br />
'''Use the following note when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
<div id="(H3.29.1)"></div><br />
'''(H3.29.1)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material. <br />
<div id="(H3.29.2)"></div><br />
'''Use the following note when steel superstructure is galvanized. '''<br />
<br />
'''(H3.29.2)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. The stainless steel plate shall be protected from galvanizing. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.30)'''<br />
:Type N PTFE Bearings shall be in accordance with Sec 716.<br />
<br />
'''(H3.31)'''<br />
:PTFE surface shall be fabricated as a single piece. Splicing will not be permitted. <br />
<br />
'''(H3.32)'''<br />
:Stopper plates <u>and straps</u> shall be provided to prevent loss of support due to creeping of PTFE bearings. Payment for fabricating and installing the stopper plates <u>and straps</u> will be considered completely covered by the contract unit price for Type N PTFE Bearing.<br />
<br />
'''(H3.33)'''<br />
:The bottom face of the 1/8" stainless steel plate that is welded to the sole plate shall be lubricated with a lubricant that is approved by the bearing manufacturer.<br />
<br />
==== H3d. Laminated Neoprene Pad Assembly ====<br />
<br />
'''(H3.45) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.47)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.48)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H3.49) Use grade per Design Comps. Use when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized. '''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<div id="(H3.49.1) Use when ASTM A709 Grade 50W steel"></div><br />
'''(H3.49.1) Use when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material.<br />
<div id="(H3.49.2)"></div><br />
'''(H3.49.2) Use the following note when steel superstructure is galvanized.''' <br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.50)'''<br />
:Laminated Neoprene Bearing Pad Assembly shall be in accordance with Sec 716.<br />
<br />
==== H3e. Flat Plate, Rolled Steel Plates (Deck Girders) & Carbon Steel Castings (Truss) ====<br />
<br />
'''The following notes apply to Flat Plate Bearings.'''<br />
<br />
'''(H3.65)'''<br />
:Flat plate bearings shall be straightened to plane surfaces.<br />
<br />
'''(H3.66)'''<br />
:Anchor bolts shall be 1"&oslash; ASTM F1554 Grade 55 swedged bolts, 10" long with no heads or nuts. Top of anchor bolts shall be set approximately 1/2" above top of bottom flange.<br />
<br />
'''(H3.67)'''<br />
:Bottom flange of beam <u>and bevel</u> plate shall have 1 1/4"&oslash; holes at fixed end and 1 1/4" x 2 1/2" slots at expansion end.<br />
<br />
'''(H3.68)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
'''(H3.69)'''<br />
:Weight of the anchor bolts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
<br />
'''The following notes apply to Rolled Steel Bearing Plates (Deck Girder Repair and Widening).'''<br />
<br />
'''(H3.70)'''<br />
:Material shall be ASTM A709 Grade 36 steel. Holes in 7/8" plates for 3/4" x 2 1/4" and 1 1/2" x 3" anchors shall be made for a driving fit. After anchors are driven in place, anchors shall be lightly tack welded to the 7/8" plates.<br />
<br />
'''(H3.71)'''<br />
:Edge A shall be rounded (1/16" to 1/8" radius).<br />
<br />
<br />
'''The following notes apply to Carbon Steel Casting (Truss).'''<br />
<br />
'''(H3.75)'''<br />
:All fillets shall have a 3/4" radius.<br />
<br />
'''(H3.76) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be 1 1/2"&oslash; ASTM F1554 Grade <u>55</u> <u>105</u> swedge bolts and shall extend 15" into concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Furnish one 4"&oslash; pin, AISI C1042, with 2 heavy hexagon pin nuts.<br />
<br />
'''(H3.77)'''<br />
:Material for bearing shall be carbon steel castings and will be considered completely covered by the contract unit price for Carbon Steel Castings. Pins, anchor bolts, heavy hexagon nuts, pipe and rolled steel bearing plates will be considered completely covered by the contract unit price for Structural Carbon Steel.<br />
<br />
'''(H3.78)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
====H3f. Pot Bearing Pad Assembly====<br />
<br />
'''(H3.79)'''<br />
<br />
:The bearing design shall conform to the provisions of the latest edition of AASHTO LRFD Bridge Design Specifications.<br />
<br />
'''(H3.80)'''<br />
<br />
:The contractor, in coordination with the bearing manufacturer, shall be responsible for sizing the sole plate and masonry plate and determining the size, number, and location of anchor bolts based on the load and movement capacities, indicated in the Bearing Data.<br />
<br />
'''(H3.81)'''<br />
<br />
:The contractor shall submit calculations sealed by a Professional Engineer, licensed in the state of Missouri, indicating conformance with design load and material criteria in the contract documents.<br />
<br />
'''(H3.82)'''<br />
<br />
:'''(1)''' Maximum vertical dimension of the complete bearing. If the actual bearing dimension differs, adjustments shall be made in the thickness of the sole plate, masonry plate and concrete pad as needed by the contractor at no additional cost to the owner. Contractor shall submit proposed method of adjustment to Engineer for approval.<br />
<br />
'''(H3.83)'''<br />
<br />
:'''(2)''' Estimated horizontal dimension of the pot bearing device. If the actual dimension differs, adjust the size of the sole plate and masonry plate as needed by the contractor at no additional cost to the owner.<br />
<br />
'''(H3.84)'''<br />
<br />
:'''(5)''' The temperature of the steel adjacent to the elastomeric should be kept below 250°F.<br />
<br />
'''(H3.85)'''<br />
<br />
:The Dimension H in the Bearing Data Table represents the assumed total height of bearing mechanism between the sole plate and masonry plate used by the designer to establish the pedestal elevations. <br />
<br />
'''(H3.86)'''<br />
<br />
:The bearings shall be manufactured pot bearings, designed for the load and movement capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.87)'''<br />
<br />
:All expansion Bearings shall have maximum friction coefficient of 3%.<br />
<br />
'''(H3.88)'''<br />
<br />
:Steel for pot bearings shall be AASHTO M270 Grade 50 and shall be galvanized. Steel for sole plate and masonry plates shall be AASHTO M270 Grade 50.<br />
<br />
'''(H3.89)'''<br />
<br />
:Anchor bolts shall conform to ASTM F1554 Grade 55. The anchor bolts shall be the swedge-type and shall have a minimum diameter of 1 1/2-inches and extend a minimum of __-inches into the concrete. Swedging shall be 1-inch less than the extension into the concrete.<br />
<br />
'''(H3.90)'''<br />
<br />
:Anchor bolts shall be installed using a hardened steel washer at each exposed location.<br />
<br />
'''(H3.91)'''<br />
<br />
:Washers shall conform to ASTM F463.<br />
<br />
'''(H3.92)'''<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.93)'''<br />
<br />
:Certified mill test reports, conforming to the requirements of the specifications, for the metals of the pot bearing device, sole plate, masonry plate and anchor bolts shall be submitted.<br />
<br />
'''(H3.94)'''<br />
<br />
:The masonry plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.95)'''<br />
<br />
:The sole plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.96)'''<br />
<br />
:The bearing device, sole plate and masonry plate shall be assembled in the shop and the bearing assembly shall be field welded to the bottom flange of the steel cap beam. The welds shall be designed for the load capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.97)'''<br />
<br />
:After installation of the bearings, any uncoated or damaged surfaces of the masonry and sole plates shall be prepared in accordance with the specifications and field-coated with inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
<br />
'''(H3.98)'''<br />
<br />
:After installation of the bearings and field-applied prime coats, the surfaces of the masonry and sole plates shall be field-coated with System G intermediate and finish coat.<br />
<br />
'''(H3.99)'''<br />
<br />
:All bearings shall be marked prior to shipping. The marks shall include the bearing location on the bridge and a direction arrow that points up-station. All marks shall be permanent and be visible after the bearing is installed.<br />
<br />
'''(H3.100)'''<br />
<br />
:The pot bearing device, sole plate, masonry plate, anchor bolts, washers, anchor bolts wells and any other appurtenances included in the fabrication and installation of the pot bearing device shall be incidental to the pay item Pot Bearings.<br />
<br />
'''(H3.101)'''<br />
<br />
:Whenever jacking of the Superstructure is needed to reset the bearings, the contractor shall submit a jacking sequence for approval.<br />
<br />
=== H4. Conduit System ===<br />
<br />
'''(H4.1)'''<br />
:Cost of furnishing and placing anchor bolts for light standard will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H4.2) Use for all conduits. Use underlined portions when encased in concrete barrier and/or wing.'''<br />
:All conduits shall be rigid nonmetallic schedule 40 heavy wall polyvinyl chloride (PVC) with <u>3 ½-inch minimum cover in barrier</u> <u>and 4 ½-inch minimum cover in abutment wing</u>. Each section of conduit shall bear the Underwriters Laboratories (UL) label.<br />
<br />
'''(H4.2.1) Use for all conduits when conduit clamps are required. Also see Note H4.10.'''<br />
:All conduit clamps shall be commercially-available, nonmetallic conduit clamps and approved by the engineer.<br />
<br />
'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASTM F2329, or ASTM B695, Class 55. <br />
<br />
'''(H4.3)'''<br />
:Shift reinforcing steel in field where necessary to clear conduit and junction boxes.<br />
<br />
'''(H4.4)'''<br />
:Light standards, wiring and fixtures shall be furnished and installed by others.<br />
<br />
'''(H4.5)'''<br />
:Top of light standard supports shall be made horizontal; anchor bolts shall be placed vertically.<br />
<br />
'''(H4.6)'''<br />
:For details of <u>light standards,</u> <u>underdeck lighting,</u> <u>and wiring</u>, see electrical plans.<br />
<br />
'''(H4.7) Use for conduits to be encased in concrete at open, closed or filled joints. Use 150°F, 120°F for steel superstructure. Use 120°F, 110°F for concrete superstructure. Modify note to include giving the total expansion movement per expansion fitting if multiple fittings are used and movement is different, and delineate fittings on plans.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at filled joints</u> using a maximum temperature range of <u>150</u> <u>120</u>°F and a maximum temperature of <u>120</u> <u>110</u>°F.<br />
<br />
'''(H4.7.1) Use for conduits not to be encased in concrete and for structures with open or closed joints in the superstructure.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at closed joints</u> using a maximum temperature range of 110°F. Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H.4.7.2) Use for conduits not to be encased in concrete and for structures without open or closed joints in the superstructure.'''<br />
:Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H4.7.3) Use for multiple conduits to be encased in concrete.''' <br />
:Minimum clearance between conduits placed in barrier shall be 1”. <br />
<br />
'''(H4.8) Use "surface" mounting, except adjacent to sidewalks, where mounting box on existing concrete. Use "flush" mounting where box is to be encased in concrete.'''<br />
:All <u>end bent</u> <u>and</u> <u>barrier</u> junction boxes shall be PVC molded in accordance with Sec 1062 and designed for <u>flush</u> <u>surface</u> mounting. The conduit terminations shall be permanent or separable. The terminations and covers shall be of watertight construction and shall meet requirements for NEMA 4 or NEMA 4X enclosure.<br />
<br />
'''(H4.8.1) Use for all junction boxes to be encased in concrete at the roadway face of barrier.'''<br />
:Placement of junction boxes and covers, complete in place, shall be flush with the roadway face of barrier. Junction boxes and covers may be recessed up to ¼ inch.<br />
<br />
'''(H4.9) Use for all conduits not to be encased in concrete.'''<br />
:Weep holes shall be provided at low points or other critical locations to drain any moisture in the conduit system. Conduit shall be sloped to drain.<br />
<br />
'''(H4.9.1) Use for all conduits to be encased in concrete.''' <br />
:Drainage shall be provided at low points or other critical locations of all conduits and all junction boxes in accordance with Sec 707. All conduits shall be sloped to drain where possible.<br />
<br />
'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with ASTM F2329, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
<br />
'''(H4.11) Use for junction box. '''<br />
:Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.<br />
<br />
'''(H4.12) '''<br />
:MoDOT Construction Personnel: Indicate in field and on bridge plans for future work the exact location of buried conduit at ends of bridge that are capped and not immediately used.<br />
<br />
'''(H4.13) Use for payment of Conduit System.'''<br />
:Payment for furnishing and installing Conduit System, complete in place, will be considered completely covered by the contract lump sum price for Conduit System on Structure.<br />
<br />
=== H5. Expansion Joint Systems ===<br />
<br />
<br />
==== H5a. Finger Plate ====<br />
<br />
'''(H5.1) For stage construction or other special cases, see Structural Project Manager.'''<br />
:Finger plate shall be cut with a machine guided gas torch from one plate. The plate from which fingers are cut may be spliced before fingers are cut. The surface of cut shall be perpendicular to the surface of plate. The cut shall not exceed 1/8" in width. The centerline of cut shall not deviate more than 1/16" from the position of centerline of cut shown. No splicing of finger plate or finger plate assembly will be allowed after fingers are cut. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.2)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.3)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.4)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.5)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Finger Plate) per linear foot.<br />
<br />
'''(H5.6)'''<br />
:Concrete shall be forced under and around finger plate supporting hardware, anchors, angles and bars. Proper consolidation shall be achieved by localized internal vibration.<br />
<div id="(H5.7)"></div><br />
'''(H5.7) Use note for steel structures. Use underlined portion when drainage trough is used.''' <br />
:All holes shown for connections shall be subpunched 11/16-inch diameter (shop or field drill) and reamed to 13/16-inch diameter in field, except holes in members that will be used as templates <u>and holes for the drainage trough</u> may be drilled to 13/16-inch diameter in the shop. For multi-piece connections, only the holes in the template member may be drilled to 13/16-inch diameter in the shop.<br />
<br />
'''(H5.8) Place note near "Plan of Slab".'''<br />
:'''"the web of W14 x 43" is for steel structures'''<br />
:'''"the 3/4" vertical mounting plate" is for P/S structures.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>the web of W14 x 43</u> <u>and</u> <u>the 3/4" vertical mounting plate</u> at the expansion device.<br />
<br />
'''(H5.9)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.10)''' <br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5b. Flat Plate ====<br />
<br />
'''(H5.16)'''<br />
:Expansion device shall be fabricated in one section, except for stage construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.17)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.18)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.19)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.20)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Flat Plate) per linear foot.<br />
<br />
'''(H5.21)'''<br />
:Concrete shall be forced under and around the flat plate, anchors and angles. Proper consolidation shall be achieved by localized internal vibration. Finishing of the concrete shall be achieved by hand finishing within one foot of the expansion device. The vertical and horizontal concrete vent holes shall be offset from each other. Do not alternate holes at the 12" spacing.<br />
<br />
'''(H5.22) Use this note when expansion device is at an end bent.'''<br />
:Bevel plates shall be used at end bents when the grade of the slab at the expansion device is 3% or more.<br />
<br />
'''(H5.23) Place this note near "Plan of Slab".'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>vertical plate</u> <u>and</u> <u>the vertical leg of the angle</u> at the expansion device.<br />
<br />
'''(H5.24)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.25)'''<br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5c. Preformed Compression Seal (Notes for Bridge Standard Drawings) ====<br />
<br />
'''(H5.31)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.33)'''<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36. Anchors for the expansion joint system shall be in accordance with Sec 1037. Preformed compression seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.34)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.35)'''<br />
:Concrete shall be forced under armor angle and around anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.36) Place this note near "Plan of Slab" also.''' <br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the angle at the expansion joint system. <br />
<br />
<br />
'''Place the following notes (H5.37 and H5.38) near the "Table of Transverse Preformed Compression Seal Expansion Joint System Dimensions".'''<br />
<br />
'''(H5.37)'''<br />
:Depth of seal shall not be less than width of seal.<br />
<br />
'''(H5.38) '''<br />
:Size of armor angle: Vertical leg of angle shall be a minimum of Manufacturer’s Recommended Height ③ + 3/4". Horizontal leg of angle shall be a minimum of 3". Minimum thickness of angle shall be 1/2". <br />
<br />
'''(H5.39)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.40)'''<br />
:MoDOT Construction personnel will record the manufacturer and seal name that was used.<br />
<br />
==== H5d. Strip Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.46)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
:The strip seal gland shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet.<br />
<br />
'''(H5.47''')<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36 except the steel armor may be ASTM A709 Grade 50W. Anchors for the expansion joint system shall be in accordance with Sec 1037. Strip seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.48)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.49)'''<br />
:Concrete shall be forced under and around steel armor and anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.50) Place this note near "Plan of Slab" also.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the steel armor at the expansion joint system.<br />
<br />
'''(H5.51)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.52)'''<br />
:MoDOT Construction personnel will indicate the strip seal expansion joint system installed.<br />
<br />
'''(H5.53)'''<br />
:Steel armor may also be referred to as extrusion or rail.<br />
<br />
'''(H5.55) Use this note when polymer concrete is to be used next to strip seal.'''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
====H5e. [[751.13 Expansion Joint Systems#751.13.2 Preformed Silicone, EPDM, and Open Cell Foam Joint Seals|Preformed Silicone or EPDM Seal]] (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.56)'''<br />
:The seal shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet. <br />
<br />
'''(H5.58)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.59)'''<br />
:MoDOT Construction personnel will indicate the type of seal used.<br />
<br />
'''(H5.60) Use this note when polymer concrete is to be used next to Preformed Silicone or EPDM Seal. '''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
'''(H5.61) Use this note when joint gap (opening) is wider than 3”.'''<br />
:Joint gap (opening) wider than 3" during installation may require use of backer rod to keep seal in place while adhesive is curing.<br />
<br />
====H5f. Open Cell Foam Joint Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.62)'''<br />
:Open cell foam joint seal size (width and depth) shall be determined by the manufacturer.<br />
:Manufacturer recommended seal size shall meet the movement and installation gap requirements and skew effect.<br />
<br />
'''(H5.63)'''<br />
:The open cell foam joint seal shall be installed according to the manufacturer's recommendations.<br />
<br />
'''(H5.64)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation.<br />
<br />
'''(H5.65)'''<br />
:MoDOT construction personnel will record the manufacturer and seal name that was used.<br />
<br />
=== H6. Pouring and Finishing Concrete Slabs ===<br />
<br />
'''I-Beam, Plate Girder Bridges - Continuous Slabs'''<br />
<br />
<div style="padding: 0.3em; width: 210px; margin-left:10px; border:1px solid #a9a9a9; background:#f5f5f5"><br />
Also see note H6.20 for I-Beams.<br />
</div><br />
<br />
'''(H6.1)'''<br />
:The contractor shall pour and satisfactorily finish the slab pours at the rate given. Retarder, if used, shall be an approved type and retard the set of concrete to 2.5 hours.<br />
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<br />
'''Prestressed Concrete Structures - Continuous Spans'''<br />
<br />
'''(H6.4)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours, and shall pour and satisfactorily finish the slab pours at the rate given.<br />
<br />
'''(H6.5)'''<br />
:End diaphragms at expansion devices may be poured with a construction joint between the diaphragm and slab, or monolithic with the slab.<br />
<br />
'''(H6.6) Note is not applicable for concrete diaphragms under expansion joints.'''<br />
:The concrete diaphragm at the <u>intermediate bents</u> <u>and integral</u> <u>end bents</u> shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured. <br />
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<br />
'''Prestressed Double-Tee Concrete Structures'''<br />
<br />
'''(H6.9)'''<br />
:The diaphragms at the intermediate and end bents shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured across the diaphragm at bents.<br />
<br />
'''(H6.10)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the slab pours at not less than 25 cubic yards per hour.<br />
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<br />
'''Solid or Voided Slab Structure - Continuous and Simple Spans'''<br />
<br />
'''(H6.13) See [[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|EPG 751.10.1.12]] Slab Pouring Sequences and Construction Joints'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the roadway slab at a rate of not less than ___ cubic yards per hour. The contractor shall observe the transverse construction joints shown on the plans, unless the contractor is equipped to pour and satisfactorily finish the roadway slab at a rate which permits a continuous pouring through some or all joints as approved by the engineer.<br />
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<br />
'''Steel and Prestressed Structures - Simple Spans'''<br />
<br />
'''(H6.15) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''<br />
:The contractor shall pour <u>up grade</u> and satisfactorily finish the roadway slab at a rate of not less than 25 cubic yards per hour.<br />
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<br />
'''Widen, Extension, Repair, and Stage Construction'''<br />
<br />
'''(H6.17) Underline part not required when forms stay-in-place permanently. Place note on the plans when the closure pour is specified on the design layout.'''<br />
:Expansive Class B-2 concrete shall be used in the closure pour. <u>Forms shall be released before the closure pour.</u><br />
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<br />
'''All Structures with Longitudinal Construction Joints'''<br />
<br />
'''(H6.18) The following note shall be used on all structures with slabs wider than 54' containing a longitudinal construction joint. The blank space shall be replaced by the value corresponding to the total roadway width divided by the larger pour width when the construction joint is used.'''<br />
:The longitudinal construction joint may be omitted with the approval of the engineer. When the longitudinal construction joint is omitted, the minimum rate of pour for alternate pouring sequences shall be increased by a factor of ____.<br />
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<br />
'''Steel Superstructure Deck Replacements'''<br />
<br />
'''(H6.20) This note shall also be used for new I-Beam bridges.'''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the beams during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not weld on or drill holes in the beams. The cost for furnishing, installing, and removing bracing will be considered completely covered by the contract unit price for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(H6.21) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''</br><br />
''' If the basic rate required is greater than 25 cy/hr, check with the SPM before adding this note.'''<br />
:The contractor shall pour slab <u>up grade</u> from end to end at a minimum rate of 25 cubic yards per hour.<br />
<br />
'''(H6.22)'''<br />
:Alternate pour sequences may be submitted to the engineer for approval. Keyed construction joints shall be provided between pours.<br />
<br />
=== H7. Slab Drains===<br />
<br />
'''When steel slab drains are used, place Notes H7.1, H7.1.3 and H7.2 under the heading of Notes for Steel Drain. Place remaining notes thru Note H7.11 under the heading of General Notes.'''<br />
<br />
'''(H7.1) Remove underlined portion for cored slab drains.'''<br />
:Slab drains shall be fabricated <u>of either 1/4" welded sheets of ASTM A709 Grade 36 steel or</u> from 1/4" structural steel tubing ASTM A500 or A501.<br />
<br />
'''(H7.1.1) Note not required for continuous concrete slab bridges.'''<br />
:Slab drain bracket assembly shall be ASTM A709 Grade 36 steel.<br />
<br />
'''(H7.1.2) Use underlined portion with a new wearing surface over new slab or when cored angled drains are used.'''<br />
:The drain<u>s Pieces A and B</u> shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.2) Use for new slabs. Use first choice without a wearing surface and second choice with a wearing surface.'''<br />
:Outside dimensions of drain<u>s are 8" x 4"</u> <u>Piece A is 8 3/4" x 4 3/4" and Piece B is 8" x 4"</u>.<br />
<br />
'''(H7.3) Use note with new wearing surface over new slab.'''<br />
:Piece A shall be cast in the concrete slab. Prior to placement of wearing surface, Piece B shall be inserted into Piece A.<br />
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'''(H7.4) Use underlined portion with a new wearing surface over new slab.'''<br />
:Locate drain<u>s Piece A</u> in slab by dimensions shown in Part Section Near Drain.<br />
<br />
'''(H7.5) Use for new slabs.'''<br />
:Reinforcing steel shall be shifted to clear drains.<br />
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'''(H7.6) Use underlined portion with prestressed girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:The <u>coil inserts and</u> bracket assembly shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C<u>, except as shown</u>.<br />
<br />
'''(H7.7.1)'''<br />
:All 1/2-inch diameter bolts shall be ASTM A307, except as noted.<br />
<br />
'''(H7.8) Use note when attaching to new girders and beams. Use “coil insert required” for prestressed girders, “coil inserts required” for prestressed beams and “bolt hole” for steel structures. '''<br />
:The <u>coil inserts required</u> <u>bolt hole</u> for the bracket assembly attachment shall be located on the <u>prestressed girder</u> <u>prestressed beam</u> <u>plate girder</u> <u>wide flange beam</u> shop drawings.<br />
<br />
'''(H7.8.1) Use note when attaching to existing steel girders and beams with new slab.'''<br />
:The bolt hole for the bracket assembly attachment shall be shifted to the minimum extent necessary to field drill in the existing web. <br />
<br />
'''(H7.8.2) Use note when attaching to weathering steel girders and beams. '''<br />
:The galvanized surfaces of drain support brackets shall be prepared according to the coating manufacturer's recommendation and field coated with a gray epoxy-mastic primer (non-aluminum) within a distance of 6 inches from the point of connection to the weathering steel structure.<br />
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'''(H7.9) Use the underlined portion for all bridges except continuous concrete slab bridges. '''<br />
:Shop drawings will not be required for the slab drains <u>and the bracket assembly</u>.<br />
<br />
<br />
'''Place Notes H7.10 and H7.11 with prestressed girder and prestressed beam slab drain details.'''<br />
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'''(H7.10)'''<br />
:Coil inserts shall have a concrete pull-out strength (ultimate load) of at least 2,500 pounds in 5,000 psi concrete.<br />
<br />
'''(H7.11) Bolts is plural for Prestressed box and slab beams that require two bolts.'''<br />
:The bolt<u>s</u> required to attach the slab drain bracket assembly to the prestressed <u>girder web</u> <u>beam</u> shall be supplied by the prestressed <u>girder</u> <u>beam</u> fabricator.<br />
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<br />
'''Use Notes H7.13 thru H7.21 when fiberglass reinforced polymer (FRP) slab drains are used. Place Note H7.13 as the first note under the heading of General Notes. Place remaining notes under the heading of Notes for FRP Drain.'''<br />
<br />
'''(H7.13) '''<br />
:Contractor shall have the option to construct either steel or FRP slab drains. All drains shall be of same type. <br />
<br />
'''(H7.14) '''<br />
:Drains shall be machine filament-wound thermosetting resin tubing meeting the requirements of ASTM D2996 with the following exceptions:<br />
<br />
'''(H7.15) Use with new slabs.'''<br />
:Shape of drains shall be rectangular with outside interior nominal dimensions of 8” x 4”.<br />
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'''(H7.16) '''<br />
:Minimum reinforced wall thickness shall be 1/4 inch.<br />
<br />
'''(H7.17) Underlined portion is for cored slab drains only.'''<br />
:The resin used shall be ultraviolet (UV) resistant and/or have UV inhibitors mixed throughout. Drains may have an exterior coating for additional UV resistance. <u>Care shall be taken to avoid damage to exterior coating during installation.</u><br />
<br />
'''(H7.18) The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.'''<br />
:The color of the slab drain shall be <u>Gray (Federal Standard #26373)</u>. The color shall be uniform throughout the resin and any coating used.<br />
<br />
'''(H7.19) '''<br />
:The combination of materials used in the manufacture of the drains shall be tested for UV resistance in accordance with ASTM D4239 Cycle A. The representative material shall withstand at least 500 hours of testing with only minor discoloration and without any physical deterioration. The contractor shall furnish the results of the required ultraviolet testing prior to acceptance of the slab drains.<br />
<br />
'''(H7.20) '''<br />
:At the contractor’s option, drains may be field cut. The method of cutting FRP slab drains shall be as recommended by the manufacturer to ensure a smooth, chip-free cut.<br />
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'''(H7.21) Use only for angled drains. '''<br />
:Both upper and lower drain pieces shall be rigidly connected to each other. Drain flow shall not be obstructed. Approval of the engineer is required.<br />
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<br />
'''Additional notes (H7.22 thru H7.28) for cored slab drains. Place with General Notes except as noted.'''<br />
<br />
'''(H7.22)''' <br />
:Cost of cored slab drains, complete in place, will be considered completely covered by the contract unit price for Cored Slab Drain per each.<br />
<br />
'''(H7.23)'''<br />
:Holes for slab drains shall be cored. Percussion drilling will not be permitted.<br />
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'''(H7.24) Omit underlined portion when attaching to prestressed girders or beams.'''<br />
:Slab drain locations may be shifted the minimum extent necessary to avoid slab reinforcement <u>and to allow for field drilling bolt hole in web of existing beam for bracket assembly attachment</u>.<br />
<br />
'''(H7.25) Use underlined portion for angled drains.'''<br />
:<u>Piece B of</u> Cored slab drains shall be placed vertically.<br />
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'''(H7.26) Include if curb outlets are being plugged.'''<br />
:For details of plugging existing curb outlets, see Sheet No. _.<br />
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'''(H7.27) Place under Notes for Steel Drains.'''<br />
:Drains shall be inserted through slab such that damage to galvanized coating is minimized.<br />
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'''(H7.28) Include for angled drains.'''<br />
:Use 1/2-inch diameter bolt with lock washer to attach Piece B to Piece A. Tap thread into Piece A.<br />
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=== H8. Blank ===<br />
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<br />
=== H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings)===<br />
'''Place in General Notes on the rail sheet unless otherwise specified.'''<br />
<br />
'''(H9.1a) Use for all W-Beam, Thrie Beam, Two Tube and Single Tube (Low Profile) Structural Steel Guardrails without cap rail. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' '''Reference to Standard Plan 606.00 or 606.50 will work.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.)<br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail post using galvanized anchorage as shown on Missouri Standard Plan <u>606.00</u> <u>606.50</u> and in accordance with Sec 606. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>Bridge Rail (Two Tube Structural Steel)</u> <u>Low Profile Metal Bridge Rail (Single Tube)</u>.<br />
<br />
'''(H9.1b) Use for all W-Beam and Thrie Beam Guardrails with cap rail except for temporary bridges. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u>, <u>Bridge Guardrail (Thrie Beam).</u><br />
<br />
'''(H9.1c) Use for temporary bridges.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides. Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use. <br />
<br />
'''Use following three notes for all W-Beam and Thrie Beam Guardrails with cap rail.'''<br />
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'''(H9.2)'''<br />
:Panel lengths of channel members shall be attached continuously to a minimum of four posts and a maximum of six posts (except at end bents).<br />
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'''(H9.3) Include reinforcement with new bridges except double-tees and temporary bridges. Include elastomeric material when a base plate is used except for temporary bridges. Use “other items” for temporary bridges. '''<br />
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:All bolts, nuts, washers, <u>and</u> plates<u>,</u> <u>and reinforcement</u> <u>and elastomeric material</u> will be considered completely covered by the contract unit price for <u>Bridge</u> <u>Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>other items</u>.<br />
<br />
'''(H9.4) Use underlined part for temporary bridges.'''<br />
:All steel connecting bolts and fasteners for posts and railing, and all anchor bolts, nuts, washers and plates shall be galvanized after fabrication <u>except for bottom plate</u>. Protective coating and material requirement of steel railing shall be in accordance with Sec 1040.<br />
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'''(H9.5) Use post instead of blockout for temporary bridges. For 38-inch two tube rails use the larger shims.'''<br />
:Rail posts shall be set perpendicular to roadway profile grade, vertically in cross section and aligned in accordance with Sec 713 except that the rail posts shall be aligned by the use of <u>3 x 1 3/4-inch</u> <u>6 1/2 x 6 1/2-inch</u> shims such that the post deviates not more than 1/2 inch from true horizontal alignment after final adjustment. The shims shall be placed between the <u>blockout</u> <u>post</u> and the <u>thrie beam</u> rail. The thickness of the shims shall be determined by the contractor and verified by the engineer before ordering material for this work.<br />
<br />
'''(H9.6.1) Use when a base plate is bearing on concrete except for temporary bridges.''' <br />
:Rail posts shall be seated on 1/16-inch elastomeric pads having the same dimensions as the post base plate. Such pads may be any elastomeric material, plain or fibered, having hardness (durometer) of 50 or above, as certified by the manufacturer. Additional pads or half pads may be used in shimming for alignment. Post heights shown will increase by the thickness of the pad. <br />
<br />
'''(H9.6.2) Use note for base plates set on grout pads (38-inch Two Tube Rail).'''<br />
:Rail posts shall be set plumb and aligned in accordance with Sec 713.<br />
<br />
'''Use H9.7 thru H9.19 for Thrie Beam Guardrail only.'''<br />
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'''(H9.7)'''<br />
:At the expansion slots in the thrie beam rails and channels, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
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'''(H9.8) Use post instead of blockout for temporary bridges. '''<br />
:At the thrie beam connection to <u>blockout</u> <u>post</u> on wings, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.9)'''<br />
:Minimum length of thrie beam sections is equal to one post space.<br />
<br />
'''(H9.10)'''<br />
:A 5/8-inch diameter button-head, oval shoulder bolt with a minimum 3/8-inch thick hex nut shall be used at all slots. <br />
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'''(H9.11)'''<br />
:Thrie beam guardrail on the bridge shall be 12-gauge steel.<br />
<br />
'''(H9.12) Use top plates instead of cap rail angles for temporary bridges.'''<br />
:Posts, <u>cap rail angles,</u> <u>top plates,</u> <u>base</u> <u>bent</u> <u>post</u> plates, <u>blockouts,</u> channels and channel splice plates shall be fabricated from ASTM A709 Grade 36 steel and galvanized.<br />
<div id="(H9.13) Use for placement"></div><br />
<br />
'''(H9.13) Use for placement or replacement of end treatment with thrie beam rail.'''<br />
:<u>Cost for providing holes for new guardrail attachment will be considered completely covered by the contract unit price for other items.</u> <br />
<br />
'''(H9.15) Use post instead of blockout for temporary bridges.'''<br />
:Flat washers 3 x 1 3/4 x 3/16-inch minimum shall be used at all post bolts between the bolt head and beam. The washers shall be rectangular in shape with an 11/16 x 1-inch slot, or when necessary of such design as to fit the contour of the beam. Rectangular washers 3 x 1 3/4 x 5/8-inch shall be used between the <u>blockout</u> <u>post</u> and the thrie beam rail.<br />
<br />
'''(H9.16)'''<br />
:Special drilling of the thrie beam may be required at the splices. All drilling details shall be shown on the shop drawings.<br />
<br />
'''(H9.17''')<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.18) Do not use for prestressed double-tee or temporary bridges.'''<br />
:Expansion splices in the thrie beam rail shall be made at either the first or second post on either side of the joint and on structure at bridge ends. When the splice is made at the second post, an expansion slot shall be provided in the thrie beam rail for connection to the first post to allow for movement.<br />
<br />
'''(H9.19) Do not use for prestressed double-tee or temporary bridges.'''<br />
:In addition to the expansion provisions at the expansion joints, expansion splices in the thrie beam rail and the channel shall be provided at other locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''Do not use Notes H9.20 thru H9.29 for temporary bridges. '''<br />
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'''(H9.20) Use for prestressed double-tee bridges. '''<br />
:Expansion splices in the thrie beam rail and the channel shall be provided at locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''(H9.21)'''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the top of the post and the channel member as required for vertical alignment. <br />
<br />
'''(H9.22) Place near Part Section at Rail Post. '''<br />
:See slab sheet for rail post spacing.<br />
<br />
'''(H9.23)'''<br />
:See Missouri Standard Plan 606.00 for details not shown.<br />
<br />
'''(H9.24) Place near detail of bent bolt used for new bridges except double tees. '''<br />
:Bolt shall not be bent in slab depths greater than 14 inches, use 12 inches straight embedment. <br />
<br />
'''(H9.25) Place near details of shim plates used for horizontal alignment of State System 3. '''<br />
:Shim plates 6 x 3 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.26) Place in General Notes and near details of shim plates used for horizontal alignment.''' <br />
:Shim plates shall be galvanized after fabrication. <br />
<br />
'''(H9.27) Place near details of shim plates used for horizontal alignment of State System 4. '''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the W6x20 post and 6 x 6 x 3/8-inch plate. Shim plates 6 x 3 1/2 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.28) Place near detail specifying bar support at bent plates. '''<br />
:Bar supports shall be Beam Bolsters (BB-ref. CRSI) and shall be galvanized. See Sec 706.<br />
<br />
'''Use H9.31 thru H9.38 for temporary bridges except for Note H9.32 which is also used for rehabilitation of existing bridges and Note H9.34 which is used for all bridge types.'''<br />
<br />
'''(H9.31)'''<br />
:If Type A guardrail is not attached to ends of the temporary structure, flared ends shall be required. The existing thrie beam rails shall be modified to accept flared ends. Cost for furnishing and installing flared ends will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H9.32)'''<br />
:Contractor shall verify all dimensions in field before ordering materials.<br />
<br />
'''(H9.33) Place near Part Section at Rail Post. '''<br />
:See preceding sheet for rail post spacing.<br />
<br />
'''(H9.34) Place in General Notes or near Elevation of Thrie Beam Rail. '''<br />
:At bridge ends for head to head traffic, guardrail shall be used at all four corners and for single directional traffic, guardrail shall be used at entrance ends only unless required at the exit.<br />
<br />
'''(H9.35) Place near any detail specifying the bottom plate of the rail posts. '''<br />
:Bottom plate shall be fabricated from ASTM A709 Grade 50W steel and welded to two 5" floor bars. Bottom plate shall not be galvanized.<br />
<br />
'''(H9.36) Place near any detail specifying both the bottom and base plate of the rail posts. '''<br />
:The size of the base and bottom plate may be increased depending on which grid option is used.<br />
<br />
'''(H9.37) Place near any detail specifying the welding of post to base plate of the rail posts. '''<br />
:Optional welding of the post to the base plate, in lieu of the weld shown, is a 5/16" fillet weld all around, including the edges of the post flanges.<br />
<br />
'''(H9.38) Place near any detail specifying the semi-circular notches of the rail posts. '''<br />
:Semi-circular notches centered on the axis of the post web ends may be made to facilitate galvanizing.<br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use.<br />
<br />
'''38-inch Two Tube Rail (Also use H9.1a, H9.5, H9.6.2)'''<br />
<br />
'''(H9.40)'''<br />
:Payment for furnishing all materials and labor necessary to install bridge rail, complete in place, will be considered completely covered by the contract unit price for Bridge Rail (Two Tube Structural Steel) per linear foot.<br />
<br />
'''(H9.41)'''<br />
:HSS = Hollow Structural Section<br />
<br />
'''(H9.42)'''<br />
:Dimensions of bridge rails are measured horizontally.<br />
<br />
'''(H9.43)'''<br />
:Bridge rails will be measured to the nearest linear foot for each structure measured from end of wing to end of wing.<br />
<br />
'''(H9.44)'''<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.45)'''<br />
:Hollow structural sections shall be in accordance with ASTM A500 Grade B Structural Steel Tubing and shall meet the longitudinal CVN requirements of 15 ft-lbs at 0⁰ F, see Sec 1080 for reporting.<br />
<br />
'''(H9.46)'''<br />
:All other steel shapes and plates shall be in accordance with ASTM A709 Grade 50.<br />
<br />
'''(H9.47)'''<br />
:All anchor bolts shall be ASTM A449 Type 1 with ASTM A563 Grade DH heavy hex nuts and ASTM F436 hardened washers.<br />
<br />
'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H9.49)'''<br />
:All posts, railing, rail splices and plates shall be galvanized after shop fabrication in accordance with AASHTO M 111 and ASTM A385. Galvanized rail shall not be painted.<br />
<br />
'''(H9.50)'''<br />
:Provide railing expansion joints at 50 foot maximum intervals. Railing shall be continuous over two posts minimum. Railing expansion joints are required in rail sections that span bridge expansion joints.<br />
<br />
'''(H9.51)'''<br />
:Use grout with a minimum 24-hour f’c of 3000 psi in single placement.<br />
<br />
'''Concrete Curb for Two Tube Rail'''<br />
<br />
'''(H9.60)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H9.61)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H9.62)'''<br />
:Minimum lap for longitudinal R-bars is 2’-5”.<br />
<br />
'''(H9.63)'''<br />
:The cross-sectional area of curb above the slab = 0.75 sq. ft.<br />
<br />
'''(H9.64)'''<br />
:Concrete in the curb shall be Class B-2.<br />
<br />
'''(H9.65)'''<br />
:The curb shall be cured by application of Type 1-D Liquid Membrane-Forming Curing Compound in accordance with Sec 1055 and sealed in accordance with Sec 703. The contractor shall remove all curing compound in accordance with the manufacturer’s recommendations before the concrete sealer is applied.<br />
<br />
'''(H9.66)'''<br />
:Measurement of the curb is to the nearest linear foot for each structure, measured along the outside top of slab from end of wing to end of wing.<br />
<br />
'''(H9.67)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Concrete Curb (Bridge Rail) per linear foot.<br />
<br />
'''Culvert Guardrail (Also use H9.6.1, H9.12, H9.17)'''<br />
<br />
'''(H9.70)'''<br />
:Furnishing and Installing posts and guardrail on culvert as shown on this sheet will be considered completely covered by the contract unit price for Bridge Guardrail (W-Beam).<br />
<br />
'''(H9.71)'''<br />
:Furnishing and Installing posts and guardrail on culvert shall be in accordance with Sec 606 except as shown.<br />
<br />
'''(H9.72) Use for bolt-thru option'''<br />
:Holes for ASTM A307 bolts may be drilled into the culvert.<br />
<br />
'''(H9.73)'''<br />
:See Missouri Standard Plans drawing 606.50 for details not shown.<br />
<br />
=== H10. Barriers – Type A, B, C, D and H===<br />
<br />
==== H10a. Cast-In-Place Permanent Barrier====<br />
<br />
'''The following notes shall be placed in the General Notes on the elevation sheet.'''<br />
<br />
'''(H10.0.1) Use note if slip forming is allowed. Add asterisk to all C-bar leader notes and the one fiberglass bar leader note in the elevation of barrier. '''<br />
:'''*''' Slip-formed option only.<br />
<br />
'''(H10.0.2) Both methods may be used unless otherwise specified on Bridge Memorandum.''' <br />
:Conventional forming <u>or slip</u> forming <u>may</u> <u>shall</u> be used. Saw cut joints may be used with conventional forming.<br />
<br />
'''(H10.1) Exclude underlined part for single span bridges. '''<br />
:Top of barrier shall be built parallel to grade <u>with barrier joints (except at end bents) normal to grade</u>.<br />
<br />
'''(H10.2)'''<br />
:All exposed edges of barrier shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H10.3)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier per linear foot.<br />
<br />
'''(H10.4)'''<br />
:Concrete in barrier shall be Class B-1.<br />
<br />
'''(H10.5) Use for Type B, D or H barrier. Include “left” or ”right” and exclude “for each structure” when barriers on each side of the bridge are not the same type. '''<br />
:Measurement of barrier is to the nearest linear foot <u>for each structure</u>, measured along the <u>left</u> <u>right</u> outside top of slab from end of <u>wing to end of wing</u> <u>slab to end of slab</u>.<br />
<br />
'''(H10.7) Use for Type A or C barriers.'''<br />
:Measurement of barrier is to the nearest linear foot, measured along the top of slab at centerline median from end of bridge approach slab to end of bridge approach slab.<br />
<div id="(H10.7.1) Notes shall be used on all barrier curbs"></div><br />
'''(H10.7.1) Use for all barriers (see [[620.5 Delineators (MUTCD Chapter 3F)#620.5.6 Barrier Wall Delineation|Barrier Wall Delineation]]).''' <br />
<br />
:Concrete traffic barrier delineators shall be placed on top of the barrier as shown on Missouri Standard Plans 617.10 and in accordance with Sec 617. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Concrete traffic barrier delineators will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="760px" align="center" <br />
|-<br />
|Below is additional guidance for using Note H10.7.1:<br />
|-<br />
|Bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides of the delineators. For two-lane, one-way traffic, retroreflective sheeting may be on one side only unless crossroad or entranceway traffic is just beyond exit to bridge and wrong way driving is to be discouraged with retroreflective sheeting on both sides of the delineators, (white and red in this case). "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be modified, as required. For Type A and C barriers, retroreflective sheeting should be used on both sides of the delineators where there is not more than four lanes divided. <br />
|-<br />
|On bridges with more than two lanes, retroreflective sheeting is not required on both sides of the delineators. The perception of a narrowing roadway at the bridge is of lesser consequence in terms of requiring guidance devices and does not warrant retroreflective sheeting on both sides of the delineators. "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be removed at the discretion of the design team.<br />
|}<br />
<br />
'''(H10.7.2) '''<br />
:Joint sealant and backer rods shall be in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(H10.7.3) Use note if slip forming is allowed.'''<br />
:For slip-formed option, both sides of barrier shall have a vertically broomed finish and the top shall have a transversely broomed finish.<br />
<br />
'''(H10.7.4) Use for all grade separations except over railroads and county roads.'''<br />
:Plastic waterstop shall not be used with saw cut joints.<br />
<br />
<br />
'''The following three notes shall be placed under section thru barrier.''' <br />
<br />
'''(H10.8)'''<br />
:Use a minimum lap of 2'-6" for #5 horizontal barrier bars.<br />
<br />
'''(H10.9) Areas shown are for standard barrier heights and a two percent cross slope. '''<br />
:The cross-sectional area above the slab is <u>*</u> square feet.<br />
<br />
:{|<br />
|*||2.98 for a Type A barrier. <br />
|-<br />
| ||2.27 for a Type B barrier. <br />
|-<br />
| ||4.69 for a Type C barrier. <br />
|-<br />
| ||3.52 for a Type D barrier.<br />
|-<br />
| ||3.59 for a Type D barrier used as a median. <br />
|-<br />
| ||2.89 for a Type H barrier<br />
|}<br />
<br />
'''(H10.9.1) Add (2) to the dimension for the top of slab to top of the R2 bar. '''<br />
:(2) To top of bar <br />
<br />
<br />
'''The following three notes shall be used for double-tee structures. '''<br />
<br />
'''(H10.10)'''<br />
:Coil inserts shall have a concrete ultimate pullout strength of not less than 36,000 pounds in 5000 psi concrete and an ultimate tensile strength of not less than 36,000 pounds.<br />
<br />
'''(H10.11)'''<br />
:Threaded coil rods shall have an ultimate capacity of 36,000 pounds. All coil inserts and threaded coil rods shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H10.12)'''<br />
:Payment for furnishing and installing coil inserts and threaded coil rods will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
<br />
'''The following two notes, when appropriate, shall be placed under the title of the elevation of barrier. '''<br />
<br />
'''(H10.12.1) Dimensions shall be horizontal unless otherwise specified on Bridge Memorandum. '''<br />
:Longitudinal dimensions are <u>horizontal</u> <u>arc dimensions</u>.<br />
<br />
'''(H10.12.2)'''<br />
:Longitudinal dimensions are along top of <u>barrier</u> <u>outside edge of slab</u> parallel to grade.<br />
<br />
'''The following two notes shall be placed under the permissible alternate bar shape detail. '''<br />
<br />
'''(H10.13) Use R2 for Type D or H barriers, R3 for Type B barrier and M2 for two separate Type D barriers used as a median. Add (4) to the combined #5 bar leader note. Exclude note and associated detail for CIP slabs. '''<br />
:(4) The <u>R2</u> <u>R3</u> <u>M2</u> bar and #5 bottom transverse slab bar in cantilever (prestressed panels only) combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
'''(H10.14) Use R1 for Type B, D or H barriers. Use M1 for two separate Type D barriers used as a median. Add (3) to the two separated #5 bar leader notes. '''<br />
:(3) The <u>R1</u> <u>M1</u> bar may be separated into two bars as shown, at the contractor's option, only when slip forming is not used. (All dimensions are out to out.) <br />
<br />
'''(H10.15) Use note if slip forming is allowed. Place under the part elevation of barrier and add (1) to fiberglass bar leader notes in the section thru saw cut joint and part elevation of barrier. '''<br />
:(1) Four feet long, centered on joint, slip-formed option only<br />
<br />
<div id="Place general notes H10.19,"></div><br />
'''Place general notes H10.19, H10.20 and H10.7.1 on the barrier at end bents sheet with notes H10.19 and H10.20 under the Reinforcing Steel heading. '''<br />
<br />
'''(H10.19)'''<br />
<br />
:Minimum clearance to reinforcing steel shall be 1 1/2" except as shown for bars embedded into end bent. <br />
<br />
'''(H10.20) Use for Type B barrier only. Use 2’-4” and K10 bars for barrier ending on wing walls adding K13 bars with two different wing lengths. Will need to add more bars if more than two different wing lengths exist. Use 2’-6” and R6 bars for barrier ending on bridge deck. '''<br />
:Use a minimum lap of <u>2'-4"</u> <u>2’-6”</u> between K9 and <u>K10 or K13</u> <u>R6</u> bars. <br />
<br />
'''(H10.21) Place note under the K Bar Permissible Alternate Shape detail on the barrier at end bents sheet. Use K1 and K2 for Type B barrier; K9 and K10 for Type D barrier; K3 and K5 for Type H barrier. '''<br />
:The <u>K1 and K2</u> <u>K9 and K10</u> <u>K3 and K5</u> bar combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
==== H10b. Precast Temporary Barrier====<br />
<br />
'''(H10.90)'''<br />
:Method of attachment for temporary barrier shall be <u>tie-down strap</u> <u>bolt through deck</u>.<br />
<br />
'''(H10.91)'''<br />
:Temporary barrier shall not be attached to the bridge.<br />
<br />
=== H11. Fences and Sidewalks ===<br />
<br />
'''Pedestrian Chain Link Fence: General Notes'''<br />
<br />
'''(H11.1)'''<br />
:Pedestrian chain link fence shall be in accordance with Sec 1043 except all fabric shall have the top and bottom edges knuckled and pipe members shall be in accordance with ASTM F1043, high strength grade (minimum yield = 50 ksi) heavy industrial steel pipe Group 1A.<br />
<br />
'''(H11.2) Omit underlined portion when fence post is attached to back face of barrier.'''<br />
:All posts shall be vertical. <u>Grout shall be placed under the post base plates in accordance with Sec 1066</u>.<br />
<br />
'''(H11.3)'''<br />
:Payment for furnishing, galvanizing and erecting the fence and frame complete in place will be considered completely covered by the contract unit price for (<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) per linear foot.<br />
<br />
'''(H11.4)'''<br />
:Dimensions of pedestrian chain link fence are measured horizontally.<br />
<br />
'''(H11.5)'''<br />
:The maximum spacing allowed between pull post and end posts is 100 feet. Post brace and 1/2-inch diameter truss rod are required for panels adjacent to pull post and end posts only. Connect the lower end of truss rod to bottom of pull posts and end posts to which the stretcher bar is attached.<br />
<br />
:Rail clamps, dome cap, bands, tie wires, stretcher bars and truss rod connections shall be in accordance with the manufacturer's recommendations. The truss rod and truss rod connections shall have a minimum capacity of 2000 pounds. Dome cap shall fit tightly. <br />
<br />
:Expansion joints shall be placed in the horizontal pieces at not more than 30-foot centers and at all joint filler locations in the <u>curb</u> <u>barrier</u> with a minimum gap of 3/8 inch at 60° degrees F.<br />
<br />
'''(H11.6) Use underline information when fence attached to back face of barrier.'''<br />
:Steel for truss rods shall be ASTM A709 Grade 36. <u>Steel for post straps shall be ASTM A709 Grade 50. Neoprene bearing pads shall be 50 durometer and shall be in accordance with Sec 716.</u><br />
<br />
'''(H11.7) Use when fence attached on top of curb.'''<br />
:Steel for base plate shall be ASTM A709, Grade 50. <br />
<br />
'''(H11.8)'''<br />
:Contractor shall submit complete detailed shop drawings in accordance with Sec 1080.<br />
<br />
'''(H11.9)''' <br />
:All <u>base plates</u>, <u>straps</u>, <u>U-bolts</u>, <u>resin anchors</u>, hex nuts, and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:<u>U-bolts</u> <u>resin anchors</u> shall be ASTM F1554 Grade 36.<br />
<br />
:'''Note: Use note I2.1, I2.2 and I2.3 when fence post attached to back face of barrier.'''<br />
<br />
'''(H11.10) Place following note with new barrier details when fence post attached to back face of barrier.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for chain link fence.<br />
<br />
'''(H11.11) Use applicable underlined portion per pedestrian fence.'''<br />
:(<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) will be measured to the nearest linear foot for each structure, measured along the centerline fence from end of fence to end of fence.<br />
<br />
'''(H11.12)'''<br />
:Chain link wire fabric shall be 9 gage minimum, 2-inch diamond mesh.<br />
<br />
'''(H11.13)'''<br />
:The chain link fence shall be built in accordance with Sec 607 and Sec 1043.<br />
<br />
'''(H11.14)'''<br />
:For details of <u>pedestrian curb</u> <u>barrier</u>, see sheet No. _.<br />
<br />
'''(H11.15) Place following note with pedestrian curb or barrier details.'''<br />
:For pedestrian chain link fence, see sheet No. _.<br />
<br />
<br />
'''Sidewalks'''<br />
<br />
'''(H11.20)'''<br />
:All exposed edges of sidewalk shall have either a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H11.21)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Sidewalk (Bridges) per sq. foot.<br />
<br />
'''(H11.22)'''<br />
:Concrete in the sidewalk shall be Class B-2.<br />
<br />
'''(H11.23)'''<br />
:Measurement of the sidewalk is to the nearest square foot for each structure, measured horizontally from the outside face of barrier to the outside edge of sidewalk and from end of slab to end of slab.<br />
<br />
<br />
'''Decorative Fencing and Pedestrian Fencing: Pedestrian Curb (Effective March 1, 2024)'''<br />
<br />
'''(H11.30)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H11.31)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H11.32)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Pedestrian Curb per linear foot. <br />
<br />
'''(H11.33)'''<br />
:Concrete in curb shall be Class B-1. <br />
<br />
'''(H11.34)'''<br />
:Measurement of pedestrian curb is to the nearest linear foot for each structure, measured along the outside top of curb from end of curb to end of curb. <br />
<br />
'''(H11.35)'''<br />
:Center of posts shall clear curb joints or ends by at least 6 inches. <br />
<br />
'''(H11.36)'''<br />
:Minimum lap for longitudinal R-bars is 2'-7".<br />
<br />
<br />
'''Decorative Fencing: Pedestrian Fence (Effective March 1, 2024)'''<br />
<br />
'''(H11.37)'''<br />
:These details are a general representation of a Decorative Pedestrian Fence. The actual fence components and component positions may be different than what is shown. <br />
<br />
'''(H11.38)'''<br />
:Fence shall have a gloss black finish (Federal Standard #17038). See special provisions.<br />
<br />
'''(H11.39)'''<br />
:<u>Base plate</u> <u>Connection angle</u> shall be ASTM A709, Grade 50.<br />
<br />
'''(H11.40) Use anchors instead of U bolts where the top of barrier is less than 9 inches wide or when the barrier is to be slip–formed and fence post is attached to back face of barrier.'''<br />
:All <u>base plates</u> <u>connection angles</u>, <u>U-bolts,</u> <u>resin anchors,</u> hex nuts and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''(H11.42)'''<br />
:Measurement of decorative pedestrian fence will be made horizontally and to the nearest linear foot along centerline fence.<br />
<br />
'''(H11.43) Heights available in standard pay items are 30 in., 48 in., 60 in., 72 in. & 96 in.'''</br><br />
:Payment for furnishing and erecting the fence complete in place will be considered completely covered by the contract unit price for (__ in.) Decorative Pedestrian Fence (Structures).<br />
<br />
'''(H11.44)'''<br />
:All fence posts shall be vertical.<br />
<br />
'''(H11.45)'''<br />
:Grout shall be placed under the post <u>base plates</u> <u>connection angles (horizontal leg)</u> in accordance with Sec 1066.<br />
<br />
'''(H11.46)'''<br />
:Decorative pedestrian fencing shall be in accordance with 2020 AASHTO LRFD Bridge Design Specifications, 9th Ed.<br />
<br />
'''(H11.47)'''<br />
:Shop drawings and structural calculations will not be required for the decorative pedestrian fences on the Bridge Pre-qualified Products List.<br />
<br />
'''(H11.48)'''<br />
:All materials used in fabrication and construction of the decorative pedestrian fencing shall be in accordance with the manufacturer's specifications, except as modified in the contract documents. <br />
<br />
'''(H11.49)'''<br />
:Decorative pedestrian fencing system shall be supplied by only one manufacturer. Decorative pedestrian fencing system shall include all components except the <u>resin anchors</u> <u>U-bolts</u> and hardware<u>, and #4 bars welded to the U-bolts</u>. The assembly of the pickets to the rails and the rails to the posts shall be the same as the style mentioned for the manufacturer.<br />
<br />
'''(H11.50)'''<br />
:See Bridge Pre-qualified Products List (BPPL) for a list of approved manufacturers.<br />
<br />
'''(H11.51) Omit this note if resin anchors are used.'''<br />
:Substitution for the U-bolt cages will not be permitted.<br />
<br />
'''(H11.52) Omit this note if resin anchors are used.''' <br />
:U-bolts shall be ASTM F1554 Grade 36.<br />
<br />
'''(H11.53) Omit this note if resin anchors are used.'''<br />
:For details of pedestrian curb, see sheet No. __.<br />
<br />
'''(H11.54) Place following note with pedestrian curb or barrier details.'''<br />
:For details of decorative pedestrian fence, see sheet No. __.<br />
<br />
'''Use note (H11.55) to (H11.57) where the top of barrier is less than 9 inches wide or when the barrier is to be slip – formed and fence post attached to back face of barrier.'''<br />
<br />
'''(H11.55)'''<br />
:Resin anchors shall be ASTM F1554 Grade 36.<br />
<br />
'''Use note I2.1, I2.2 and I2.3.'''<br />
<br />
'''(H11.56)'''<br />
:For details of barrier, see sheet No. ___.<br />
<br />
'''(H11.57) Place following note with new barrier details.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for decorative fence.<br />
<br />
=== H12. Miscellaneous ===<br />
<br />
'''Construction Joint'''<br />
<br />
'''(H12.1)'''<br />
:Finish each side of joint with a 1/4 inch radius edging tool.<br />
<br />
'''Pin and Flat Hexagonal Nut'''<br />
<br />
<br />
'''(H12.2)'''<br />
:{|cellpadding="0"<br />
|Material:||Pin = ASTM A668 (Class F)<br />
|-<br />
|&nbsp;||Nut = ASTM A709 Grade 36<br />
|}<br />
<br />
<br />
'''Plastic Waterstop (Use in the barrier joints and parapet joints as specified in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.3 Plastic Waterstops|EPG 751.12.1.2.3 Plastic Waterstops]])'''<br />
<br />
'''(H12.3)'''<br />
:Plastic waterstop shall be placed in all formed joints, except structures with superelevation, use on lower joints only.<br />
<br />
'''(H12.4)'''<br />
:Cost of plastic waterstop, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
'''Sign Supports'''<br />
<br />
'''(H12.5)'''<br />
:Payment for furnishing and placing anchor bolts for sign supports will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H12.6)'''<br />
:Payment for furnishing and erecting approximately <u>&nbsp;&nbsp;&nbsp;</u> pounds of steel for sign supports will be considered completely covered by the contract lump sum price for Fabricated Sign Support Brackets.<br />
<br />
<br />
'''Plan of Slab: All Structures'''<br />
<br />
'''(H12.8)'''<br />
:Longitudinal slab dimensions are measured horizontally.<br />
<br />
== I. Revised Structures Notes ==<br />
<br />
<br />
=== I1. General ===<br />
<br />
'''(I1.0.1) Use “slab surface” for deck replacements. '''<br />
:Roadway surfacing adjacent to bridge ends shall match new bridge <u>slab surface</u> <u>wearing surface</u> (roadway item). <br />
<br />
'''(I1.0.2) '''<br />
:All concrete repairs shall be in accordance with Sec 704, unless otherwise noted. <br />
<br />
'''(I1.0.3) Use note when required for rush jobs.'''<br />
:Qualified special mortar in accordance with job special provisions may be used for half-sole repair <u>and deck repair with void tube replacement</u>.<br />
<br />
'''(I1.1)'''<br />
:Outline of existing work is indicated by light dashed lines. Heavy lines indicate new work.<br />
<br />
'''(I1.2)'''<br />
:Contractor shall verify all dimensions in field before finalizing the shop drawings. <br />
<br />
'''(I1.3)'''<br />
:Bars bonded in existing concrete not removed shall be cleanly stripped and embedded into new concrete where possible. If length is available, existing bars shall extend into new concrete at least 40 diameters for plain bars and 30 diameters for deformed bars, unless otherwise noted.<br />
<br />
<br />
'''Use Notes I1.4 and I1.5 where a broken concrete surface has no new concrete against it. Use bituminous paint below ground line and qualified special mortar above ground line.'''<br />
<br />
'''(I1.4)'''<br />
:The area exposed by the removal of concrete and not covered with new concrete shall be coated with an approved <u>bituminous paint</u> <u>qualified special mortar in accordance with Sec 704</u>.<br />
<br />
'''(I1.5) Use with joint filler joints with Asphaltic Concrete Wearing Surface.'''<br />
:Joint shall be cleaned per the manufacturer's recommendations. Cost of Concrete and Asphalt Joint Sealer and Backer Rod will be considered completely covered by contract unit price per other items included in the contract.<br />
<br />
'''(I1.6) Use as an asterisk note when tinting is specified on Bridge Memorandum adding corresponding asterisk to slab edge repair and superstructure repair (unformed) leader notes.'''<br />
:Match existing concrete color. Apply tinted sealer to blend repair to existing concrete.<br />
<br />
'''(I1.7) Effective for redeck jobs in June 2024 letting and later.'''<br />
:For adjusted girder deflection due to weight of new deck and barriers, see Bridge Electronic Deliverables.<br />
<br />
<br />
'''Concrete Slab with Wearing Surface'''<br />
<br />
'''(I1.10) Use note for all wearing surfaces except epoxy polymer wearing surfaces.'''<br />
:In order to maintain grade and a minimum thickness of wearing surface as shown on plans it may be necessary to use additional quantities of wearing surface at various locations throughout the structure. The cost of furnishing and installing the wearing surface will be considered completely covered in the contract unit price, including all additional labor, materials or equipment for variations in thickness of wearing surface.<br />
<br />
'''(l1.11) Use note for chip seals and polymer wearing surfaces.'''<br />
:The contractor shall exercise care to ensure spillage over joint edges is prevented and that a neat line is obtained along any terminating edge of the wearing surface.<br />
<br />
'''(l1.12) Use note only with preventive maintenance jobs.'''<br />
:Concrete for repairing concrete deck shall be a qualified special mortar in accordance with Sec 704 instead of the Class B-2 or B-1 concrete.<br />
<br />
'''(I1.13) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional concrete wearing surface and optional very early strength concrete wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional <u>Very Early Strength</u> Concrete Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Concrete Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Low Slump Concrete Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Silica Fume Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|CSA Cement Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional <u>very early strength</u> concrete wearing surfaces listed in<br/>the table. The optional <u>very early strength</u> concrete wearing surface method of measurement and<br/>basis of payment shall be in accordance with Sec 505. <br />
|}<br />
<br />
<br />
'''(I1.14) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional polymer wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Polymer Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Polymer Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Epoxy Polymer Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|MMA Polymer Slurry Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional polymer wearing surfaces listed in the<br/>table. The optional polymer wearing surface method of measurement and basis of<br/>payment shall be in accordance with Sec 623. <br />
|}<br />
<br />
'''(I1.15) Use note when specified on Bridge Memorandum.'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a black beauty type aggregate.<br />
<br />
'''(l1.16) Use note when specified on Bridge Memorandum. Requires non-standard special provision [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513].'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a high friction (HFST) aggregate in accordance with special provisions.<br />
<br />
'''(l1.17) Use note when specified on Bridge Memorandum.'''<br />
:Reflective deck cracks shall be treated in accordance with Sec 623. <br />
<br />
'''(l1.18) Use note with polyester polymer concrete (PPC) wearing surfaces.'''<br />
:Polyester polymer concrete may be substituted for Class B-2 concrete at locations of half-sole and full depth repairs. Deck repairs using polyester polymer concrete shall be placed following the procedures recommended by the manufacturer. The maximum lift height recommended by the manufacturer is not to be exceeded. Monolithic repairs are permitted when half the diameter or less of the top bar is exposed.<br />
<br />
<br />
'''Removal and Storage of Existing Bridge Rails'''<br />
<br />
'''(I1.20)'''<br />
:The existing bridge rails <u>and posts</u> shall be stored at a location as designated by the engineer on the MoDOT Maintenance Lot at <u>&nbsp;&nbsp;&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Extension of Box Culverts'''<br />
<br />
'''(I1.41)'''<br />
:Bottom of top slab, top of bottom slab, and inside faces of walls shall be built flush with the existing structure.<br />
<br />
'''(I1.42)'''<br />
:Bottom of new slab shall be built flush with the bottom of slab of the existing box and the height of walls varied as necessary to extend the walls into rock as specified.<br />
<br />
<div id="Making End Bents Integral"></div><br />
'''Making End Bents Integral'''<br />
<br />
'''(I1.51)'''<br />
:The exposed and accessible surfaces of the existing structural steel and bearings that will be encased in concrete shall be cleaned with a minimum of SSPC-SP-3 surface preparation and coated with a minimum of one coat of gray epoxy-mastic primer (non-aluminum) in accordance with Sec 1081 to produce a dry film thickness of not less than 3 mils before concrete is poured. The surface preparation and coating for girders shall extend a minimum of one foot outside the face of the girder encasement. Payment for cleaning and coating steel to be encased in concrete will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(I1.52) Use the underlined portion that matches the pay item listed in the Estimated Quantities table. Do not use “Reinforcing Steel” if it is listed in the Estimate Quantities for Slab on Steel table.'''<br />
:The ___ bars are segmented for ease of placement through girder web holes. The total bar length for ___ bars shown in Bill of Reinforcing Steel allows for one lap splice with a length of ___. Actual bar segment lengths to be determined by contractor for ease of installing bars. The contractor may use a mechanical bar splice in lieu of a lap splice. When a mechanical bar splice is used, the actual bar segment length will be determined by the contractor to accommodate manufacturer's recommendations for installation and ease of construction. The cost of furnishing and installing the bar splices will be considered completely covered by the contract unit price for <u>Reinforcing Steel</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>. No adjustment of the quantity of reinforcing steel will be allowed for the use of mechanical bar splices.<br />
<br />
'''(I1.53)'''<br />
:Cost of field drilling holes in existing <u>plate girder</u> <u>wide flange beam</u> webs will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''Curb Block-Out'''<br />
<br />
'''(I1.60)'''<br />
:7/8"&oslash; Threaded Rods with nuts and washers shall be used in place of 7/8"&oslash; Bolts (ASTM A307).<br />
<br />
'''(I1.61)'''<br />
:1"&oslash; holes shall be drilled through existing end post for placement of 7/8"&oslash; threaded rods, nuts, and washers.<br />
<br />
'''(I1.62) Use the following note for curb blockouts on curb and parapet rails with handrails where asbestos is present.'''<br />
: Asbestos (Friability Category II NF) has been detected in the insulation compound between the top of the existing concrete parapet and the base of the existing handrail posts. The contractor has the option to remove the handrail and posts or leave in place. Should the contractor elect to remove the handrail and posts, the contractor will be required to use a licensed abatement contractor during the removal. No direct payment will be made for removal of the handrail and posts, or for asbestos abatement. The described work will be considered completely covered by the contract unit price for other items in the contract.<br />
<br />
<br />
'''In "General Notes:" section of plans, place the following note under the heading "Miscellaneous:" when existing longitudinal dimensions are used.'''<br />
<br />
'''(I1.63)'''<br />
:Longitudinal dimensions are based on the original design plans.<br />
<br />
'''In "General Notes:" section of plans, place the following two notes under the heading "Beam Support:" when strengthening existing beams under traffic.'''<br />
<br />
'''(I1.64''')<br />
:All existing beams in the span being strengthened shall be raised simultaneously Dimension H at jacking point and supported during welding of new steel plates.<br />
<br />
'''(I1.65)'''<br />
:The temporary supports must be capable of safely supporting a service load of approximately Load J tons per beam (factor of safety not included). See special provisions.<br />
<br />
'''(I1.66)'''<br />
:<math>\, *</math> Scarification not required for Asphaltic Concrete, MMA Polymer Slurry and Epoxy Polymer Wearing Surfaces. <br />
<br />
<div id="Rock Blanket"></div><br />
<br />
'''Rock Blanket'''<br />
<br />
'''(I1.70) Use note for redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA.'''<br />
<br />
:The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item)<br />
<div id="(I1.71) Use"></div><br />
'''(I1.71) Use only when specified on the Bridge Memo or Design Layout.'''<br />
<br />
:Rubblized concrete from the existing bridge deck that qualifies as clean fill may be placed on spill slopes at end bents above ordinary high water line (Roadway item).<br />
<br />
=== I2. Resin & Cone Anchors ===<br />
<br />
'''Use Resin Anchors unless concrete depths are insufficient.'''<br />
<br />
'''(I2.1)'''<br />
:The contractor shall use one of the qualified resin anchor systems in accordance with Sec 1039.<br />
<br />
'''(I2.2) * Pay item in which resin anchor system is embedded.'''<br />
:Cost of furnishing and installing the resin anchor systems, complete in place, will be considered completely covered by the contract unit price for <u>*</u>.<br />
<br />
'''(I2.3)'''<br />
:The minimum embedment depth in concrete with f'<sub>c</sub> = 4,000 psi for the resin anchor systems shall be that required to meet the minimum ultimate pullout strength in accordance with Sec 1039 but shall not be less than 5".<br />
<br />
'''Note to designer:'''<br/>A minimum factor of safety of 2 should be used when determining the number of anchors to be used.<br />
<br />
'''(I2.4)(Use when reinforcing steel is substituted for the threaded rod stud.)'''<br />
:<u>A</u> <u>An epoxy coated</u> #<u>****</u> Grade 60 reinforcing bar <u>*****</u> long shall be substituted for the <u>******</u>&oslash; threaded rod.<br />
<br />
<br />
{|<br />
|****||Bar size.<br />
|-<br />
|*****||Length of bar required by design.<br />
|-<br />
|******||Diameter of threaded rod.<br />
|}<br />
<br />
<br />
'''Cone Expansion Anchors'''<br />
<br />
'''(I2.30) *** Pay item in which cone expansion anchor is embedded.'''<br />
:Cost of furnishing and installing cone expanson anchor will be considered completely covered by the contract unit price for <u>***</u>.<br />
<br />
'''(I2.31)'''<br />
:The <u>*</u>" diameter cone expansion anchors shall have a minimum ultimate pullout strength of <u>**</u> lbs. in concrete with f'<sub>c</sub> = 4,000 psi.<br />
<br />
{|style="text-align:center;" <br />
|-<br />
|width="100pt"|* DIAMETER||width="100pt"|** PULLOUT<br />
|-<br />
|3/8"||3,900<br />
|-<br />
|1/2"||7,500<br />
|-<br />
|5/8"||10,800<br />
|-<br />
|3/4"||12,000<br />
|}<br />
<br />
=== I3. Special Repair Zones - Deck Repair Notes for CIP Continuous Concrete Box Girder, Voided Slab and Solid Slab Spans (Notes for Bridge Standard Drawings RHB03 & RHB04)===<br />
<br />
'''Use applicable notes I3.1 thru I3.6 under the special repair zones heading in the deck repair notes. The special repair zones heading shall follow the order of repair heading.'''<br />
<br />
'''(I3.1) Use for structures using conventional deck repair only (no hydro demolition). '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed prior to work in Zone A. <br />
<br />
'''(I3.2) Use for structures with multiple column bents.''' <br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are completed and properly cured.</u><br />
<br />
'''(I3.3) Use for structures with single column bents. '''<br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time except for the zones directly adjacent to the centerline of bent. If either of the zones adjacent to centerline of bent has a single repair area of over 10 square feet or a total repair area of over 20 square feet, that zone shall be repaired before removing concrete in the other zone of the same designation at that bent. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are complete and properly cured.</u><br />
<br />
'''(I3.4) Use for hydro demolition projects. '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed post-hydro demolition. <br />
<br />
'''(I3.5)'''<br />
:Removal and deck repair shall be completed in one special repair zone and concrete shall have attained a compressive strength of 3200 psi before work can be started in the next special repair zone.<br />
<br />
'''(I3.6) Use for voided or solid slab structure.'''<br />
:If any single repair area does not exceed 4 square feet in size and the total repair area within a special repair zone does not exceed 12 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''Use for voided slab structures, place applicable notes I3.10 thru I3.12 under the void repair heading in the deck repair notes. The void repair heading shall follow the special repair zones heading.'''<br />
<br />
'''(I3.10) '''<br />
:Any damage sustained to the void tube as a result of the contractor's operations shall be patched or replaced as required by the engineer at the contractor's expense. <br />
<br />
'''(I3.11) Underline portion only required for Hydro Demo Case 2 details.'''<br />
:An exposed void in the deck shall be patched as approved by the engineer in a manner that shall maintain the void area completely free of concrete. Cost of patching an exposed void will be considered completely covered by the contract unit price for Half-Sole Repair <u>inside special repair zones and Monolithic Deck Repair outside special repair zones</u>. <br />
<br />
'''(I3.12) Use when deck repair with void tube replacement is required.'''<br />
:When a deteriorated portion of the void tube is beyond the point of patching as determined by the engineer, the portion of the deteriorated void tube shall be replaced. The void area shall be maintained completely free of concrete. Cutting of the longitudinal reinforcing steel will not be permitted. The fiber tubes for producing the voids shall have an outside diameter with the wall thickness the same as the existing tubes and anchored at not more than the original spacing. Cost of replacing the void tube will be considered completely covered by the contract unit price for Deck Repair with Void Tube Replacement. Measurement will be horizontal projection of the area of exposed tube in plan.<br />
<br />
<br />
'''Use for box and deck girder structures, place applicable notes I3.16 thru I3.22 as a continuation of the special repair zones heading in the deck repair notes. '''<br />
<br />
'''(I3.16)'''<br />
:Total width of full depth repair shall not exceed 1/3 of the deck width at one time. For any area of deck repair that extends over a web and is more than 18 inches in length along the web, the concrete removal <u>including removal with hydro demolition</u> shall stop at the centerline of web and repair completed in this area. Prior to continuing work in this area, the concrete shall have attained a compressive strength of 3200 psi. No traffic shall be permitted over the web that is undergoing repair. <br />
<br />
'''(I3.17)'''<br />
:When the full depth repair extends over a diaphragm or web and the deteriorated concrete extends into the diaphragm or web, all deteriorated concrete shall be removed and replaced as full depth repair. Concrete in webs shall not be removed below the slab haunch of the girder without prior review and approval from the engineer.<br />
<br />
<br />
'''Use notes I3.20 and I3.22 for box girder structures only. '''<br />
<br />
'''(I3.20)'''<br />
:Interior falsework installed by the contractor resting on the bottom slab shall be removed where entry access is available.<br />
<br />
'''(I3.21) This applies for each zone and not similarly lettered zones as a group. '''<br />
:If any single repair area does not exceed 9 square feet in size and the total repair area within a special repair zone does not exceed 27 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''(I3.22)'''<br />
:Half-sole repair in the special repair zone, on either side of the intermediate bents, shall be to a depth that will not expose half the diameter of the longitudinal reinforcing bar. Full depth repair shall be made when removal of deteriorated concrete exposes half or more of the diameter of the longitudinal reinforcing bar. <br />
<br />
'''(I3.30) Use for hydro demolition projects.''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; (2) equals ¼ inch; and (3) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface plus (1) of existing deck.</u><br />
:<u>2. Power wash deck to identify sound and unsound existing deck repair.</u><br />
:3. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. <u>Removal of existing deck repair</u><br />
::<u>b.</u> Half-sole repair<br />
::<u>c. Deck repair with void tube replacement</u><br />
::<u>d. Full depth repair</u><br />
:<u>4. Outside special repair zones, remove existing deck repair.</u><br />
:5. Complete total surface hydro demolition, removing (2) minimum of sound concrete inside special repair zones and removing (3) minimum of sound concrete and all deteriorated concrete outside special repair zones.<br />
:6. Sound deck and if needed complete incidental concrete removal.<br />
:''(Guidance: Use for Case 1 RHB03)''<br />
:<u>7. Outside special repair zones, complete full depth repair.</u><br />
:''(Guidance: Use for Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:<u>7. Outside special repair zones, complete the following repairs:</u><br />
::<u>a. Half-sole repair</u> ''(Guidance: Case 2 RHB04)''<br />
::<u>b. Deck repair with void tube replacement</u> ''(Guidance: Case 1 & 2 RHB04)''<br />
::<u>c. Full depth repair</u> ''(Guidance: Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:8. Place new wearing surface including additional material for areas of monolithic deck repair.<br />
<br />
'''(I3.31) Use for non-hydro demolition projects (conventional deck repair only).''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface</u> <u>plus (1) of existing deck.</u><br />
:2. Sound deck to identify areas in need of repair.<br />
:3. Outside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:4. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:5. Place new wearing surface.<br />
<br />
===I4. Fiber Reinforced Polymer (FRP) Wrap - Bent Cap Shear Strengthening===<br />
<br />
'''(I4.1)''' <br />
:Design force is the factored shear force at any cross section in each design region that shall be resisted entirely by the FRP reinforcement.<br />
<br />
'''(I4.2)''' <br />
:See special provisions.<br />
<br />
===I5. Fiber Reinforced Polymer (FRP) Wrap – Intermediate Bent Column Strengthening for Seismic Details for Widening. Report following notes on Intermediate bent plan details.===<br />
<br />
'''(I5.1)''' <br />
:Factored axial resistance of new columns = _____ kip and factored axial resistance of existing columns = _____ kip. The factored axial resistance of the existing column with FRP wrap shall not be less than the factored axial resistance of the new columns.<br />
<br />
'''(I5.2)''' <br />
:See special provisions.<br />
<br />
== J. MSE Wall Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== J1. General ===<br />
<br />
'''(J1.1)'''<br />
:For strength limit state and <u>extreme event limit state</u>, the wall designer to confirm that the minimum Capacity to Demand Ratio (CDR) for bearing, sliding, overturning, eccentricity, and internal stability is greater than equal to 1.0. MSE wall designer shall include this note on shop drawings.<br />
:<u>For Extreme Event I limit state, the wall designer shall design wall for Ɣ<sub>EQ</sub> = 0.5.</u><br />
<br />
'''(J1.2) Use either or both factored bearing resistance notes for foundation ground with appropriate value(s) as determined by the Geotechnical Section and reported in the Foundation Investigation Geotechnical Report times resistance factor and use the following maximum applied factored bearing stress instructional note. Extreme event portions of the instructional note shall be included when seismic design is required for category B, C, or D or when collision loads are considered.'''<br />
:<u>For unimproved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:<u>For improved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:The maximum applied factored bearing stress for the strength <u>and extreme event</u> limit state(s) at the foundation level shall be shown on the shop drawings and shall be less than the factored bearing resistance.<br />
<br />
'''(J1.3) Use the underlined portion when limits of improved foundation ground is required by Geotechnical Section.''' <br />
:Factored bearing resistance <u>and limits of improved foundation ground</u> shall be used as shown on the plans. No adjustments are allowed.<br />
<br />
'''(J1.4) Use for MSE walls that support another structure foundation (i.e. support abutment fill, building or Bridge MSE wall) in SDC B or C (seismic zone 2 or 3). Use for all MSE walls in SDC D.''' <br />
:<u>Seismic analysis provisions shall not be ignored for MSE wall design.</u><br />
<br />
'''(J1.5) Use for MSE walls that do not support another structure foundation (i.e. Not supporting abutment fill or building (District MSE wall) in SDC B or C (seismic zone 2 or 3)) and only if Geotechnical report allow otherwise use note J1.4. Use note J1.4 for all MSE walls in SDC D.''' <br />
:<u>No-Seismic-Analysis provisions may be considered for MSE wall design in accordance with LRFD 11.5.4.2.</u><br />
<br />
'''(J1.6) Use for MSE walls when traffic barrier is provided in front of MSE wall.'''<br />
:The cost of joint filler and joint seal, complete in place, will be considered completely covered by the contract unit price for Concrete Traffic Barrier (Type <u>B</u> <u>D</u>). See Roadway Plans. <br />
<br />
'''(J1.7)'''<br />
:&oslash;<sub>b</sub> = <u>&nbsp; &nbsp;</u>&deg; and Unit weight, Ɣ<sub>b</sub> = ___pcf for retained backfill material to be retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.8) Use either or both foundation parameter notes for foundation ground as determined by the Geotechnical Section and reported on the Foundation Investigation Geotechnical Report.'''<br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for unimproved foundation ground where wall is to bear.</u><br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for improved foundation ground where wall is to bear.</u><br />
<br />
'''(J1.9)'''<br />
:Contractor shall include design ø<sub>r</sub> (actual ø<sub>r</sub> &ge; 34&deg; and the total unit weight, Ɣ<sub>r</sub>, for the select granular backfill (reinforced backfill and wedge area backfill) for structural systems on shop drawings. Contractor shall identify source of select granular backfill material, submit proctor in accordance with AASHTO T 99 (ASTM D698) and gradation with the shop drawings. When backfill material is too coarse to develop a proctor curve the contractor shall determine the maximum dry density (relative density) in accordance with ASTM D4253 and ASTM D4254 and assume percent passing the 200 sieve for optimum water content.<br />
<br />
:Total unit weight, Ɣ<sub>r</sub> = (95% compaction) x (maximum dry density) x (1 + optimum water content) <br />
<br />
'''(J1.10)'''<br />
:Design Ф<sub>r</sub> = 34&deg; for the select granular backfill (reinforced backfill) only for structural systems.<br />
<br />
'''(J1.11)'''<br />
:All concrete for leveling pad <u>and coping</u> shall be Class B or B-1 with f'<sub>c</sub> = 4000 psi.<br />
<br />
'''(J1.12) '''<br />
:The minimum compressive strength of concrete for <u>precast modular panel</u> <u>precast modular (drycast and wetcast) block</u> shall be 4,000 psi in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1052].<br />
<br />
'''(J1.13) For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Use this note if epoxy coated reinforcements required for MSE wall.'''<br />
:Precast modular panel, drycast modular, wetcast modular block and coping (or capstone) reinforcement shall be epoxy coated.<br />
<br />
'''(J1.14)'''<br />
:Soil reinforcement shall be spaced to avoid roadway drop inlet behind wall.<br />
<br />
'''(J1.15)'''<br />
:A filter cloth meeting the requirements for a Separation Geotextile material shall be placed between the select granular backfill for structural systems and the backfill being retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.16) Use for all precast modular panel wall systems.'''<br />
:Minimum 18” wide geotextile strips shall be centered at vertical and horizontal joints of panel. Geotextile material shall be adhered to back face of panel using an adhesive compound supplied by the manufacturer. All edges of each fabric strip shall provide a positive seal. A minimum 12” overlap shall be provided between spliced filter fabric. <br />
<br />
'''(J1.17) Use for all precast modular panel wall systems.''' <br />
:Coping shall be required on this structure. When CIP coping sections extend beyond the limits of a single panel, bond breaker (roofing felt or other approved alternate) between wall panel and coping is required. Coping joints shall use ¾-inch chamfers and shall be sealed with ¾-inch joint filler. Coping reinforcement shall terminate 1 ½-inch minimum from face of coping joint.<br />
<br />
'''(J1.18) '''<br />
:Wall contractor shall show the following items on the design drawings and/or on the fabricator shop drawings. <br />
::1. Leveling pad horizontal.<br />
::2. Leveling pad length and step elevations shall be based on wall manufacture’s recommendation. Top of leveling pad elevations shall not be higher than theoretical top of leveling pad elevations shown on these plans.<br />
<br />
'''Use for drycast modular block wall system or wetcast modular block wall system unless either wall system is to be built vertical.'''<br />
<br />
'''(J1.19)'''<br />
:The top and bottom elevations are given for a vertical wall. The height of the wall shall be adjusted as necessary to fit the ground slope and the concrete leveling pad shall be adjusted as necessary to account for the wall batter. If a fence is built on an extended gutter, then the height of the wall shall be adjusted further.<br />
:The baseline of the wall shown is for a vertical wall. This baseline shall correspond to Elevation _____.<br />
<br />
'''(J1.20)'''<br />
:The contractor shall be solely responsible to coordinate construction of the wall with bridge and roadway construction and ensure that the bridge and roadway construction, resulting or existing obstructions, shall not impact the construction or performance of the wall. Soil reinforcement shall be designed and placed to avoid damage by pile driving, guardrail post installation, utility and sign foundations. (See Roadway and Bridge plans.)<br />
<br />
'''PREQUALIFIED MSE WALL SYSTEMS'''<br />
<br />
'''(J1.21) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="6" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|MSE Wall Systems Data Table<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Proprietary Wall<br/>Systems<br />
!colspan="4" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Combination Wall Systems<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|System<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing Unit<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing<br/>Unit<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Geogrid<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Geogrid<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
|colspan="6" align="left"|MSE Wall Systems Data Table is to be completed by MoDOT construction personnel<br/> to record the manufacturer of the proprietary wall system or the manufacturers of the<br/>combination wall system that was used for constructing the MSE wall.<br />
|}<br />
<br />
'''(J1.22) Use for all precast modular panel wall systems. Use for drycast modular block wall system or wetcast modular block wall system if either system is to be built vertical.'''<br />
:<u>The MSE wall system shall be built vertical.</u><br />
<br />
'''(J1.23) Use when the type of MSE wall system is not optional.'''<br />
:The MSE wall system shall be a <u>drycast modular block or wetcast modular block</u> <u>precast modular panel</u> wall system.<br />
<br />
'''(J1.24)'''<br />
:Topmost layer of reinforcement shall be fully covered with select granular backfill for structural systems, as approved by the wall manufacturer, before placement of the Separation Geotextile.<br />
<br />
'''(J1.25)''' <br />
:Minimum ____ diameter perforated PVC or PE pipe. <br />
<br />
'''(J1.26)'''<br />
:Manufacturer shall show drain details on design plans to be submitted as shown on MoDOT MSE wall plans and/or roadway plans. <br />
<br />
'''(J1.27)'''<br />
:Contractor shall modify the drain details as shown if it will improve flow as may be the case for a stepped leveling pad, and for an uneven ground line (approval of the engineer required).<br />
<br />
'''(J1.28) '''<br />
:Select granular backfill shall extend a minimum of 12" beyond the end of all soil reinforcement. Where the angle, Ɵ, between the retained backfill excavation/fill line and the horizontal is less than 90°, the wedge area backfill between Ɵ and 90° shall be filled with select granular backfill for structural systems meeting the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010].<br />
::- For 45° < Ɵ ≤ 90°, properties for retained backfill shall be used for active force computations.<br />
::- For Ɵ ≤ 45°, contractor shall have the option to use properties for select granular backfill, Ф<sub>r</sub>, or better aggregate material for active force computations in the wedge area backfill. For active force computations, the angle of internal friction for wedge area backfill material, Ф<sub>r</sub>, shall be limited to 34° unless determined otherwise in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010]. If Ф<sub>r</sub> > 34° is desired for wedge area backfill then test report shall be submitted with manufacturer's design plans. Ф<sub>r</sub> shall not be greater than 40°. Final configuration of this option shall be sent to Geotechnical Section for a new overall global stability analysis. Design Ф<sub>r</sub>° shall be shown on the manufacturer's design plans if used. <br />
:The slope excavation line shall be benched and separation geotextile shall be placed between the retained backfill and either select granular backfill or better aggregate material, and between the select granular backfill and better aggregate material.<br />
:Show range of acceptable theta (Ɵ) angle on shop drawings which must be consistent with design computations and proposed construction of wall. Show active force computation properties (Ф° = Ф<sub>r°</sub> and γ = γ<sub>r</sub> or Ф° = Ф<sub>b°</sub> and γ = γ<sub>b</sub>) on shop drawings and in design computations. Coordination between wall designer (manufacturer) and contractor is required before shop drawing submittal.<br />
<br />
:{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="5" style="background:#BEBEBE"| Material Properties Used In Design<br />
|-<br />
!colspan="2" style="background:#BEBEBE"|Reinforced Fill/Select Granular Backfill!!colspan="2" style="background:#BEBEBE"|Active Force Computations!! style="background:#BEBEBE" width="125"|Foundation<br />
|-<br />
|width="80"|ф<sub>r</sub>°||width="80"| γ<sub>r</sub> (pcf) ||width="80"| ф° ||width="80"|γ (pcf) ||width="80"| ø<sub>f</sub>°<br />
|-<br />
| &nbsp; || || || || <br />
|}<br />
<br />
:MSE Wall designer shall include table on shop drawings and provide values used in the design computations. Effects of cohesion shall be ignored unless approved by the engineer.<br />
<br />
'''Use Notes J1.29 thru J1.33 for all precast modular panel wall systems'''<br />
<br />
'''(J1.29)'''<br />
:Inverted U-shape reinforced capstone may be used in lieu of coping. Panel dowels for level-up concrete shall be required, and provided by manufacturer. The dowels shall be field trimmed to clear the capstone by a minimum of 1 1/2 inches and a maximum of 2 1/2 inches.<br />
<br />
'''(J1.30) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than or equal to 10 feet. <br />
<br />
'''(J1.31)'''<br />
:Aluminized soil reinforcement shall have edges coated with coating material per manufacturer.<br />
<br />
'''(J1.32) Use for MSE Walls when there may be contact between dissimilar metals.'''<br />
:All steel soil reinforcements shall be separated from other metallic elements by at least 3 inches. <br />
<br />
'''(J1.33)''' <br />
:Use default values for the pullout friction factor, F<sup>*</sup>, in accordance with LRFD figure 11.10.6.3.2-2 and default value for scale effect correction factor, α, in accordance with LRFD table 11.10.6.3.2-1. For approved steel strips not shown in LRFD figure 11.10.6.3.2-2, use F<sup>*</sup> ≤ 2.0 at zero depth and F<sup>*</sup> ≤ Tan Ф<sub>r</sub> at 20 feet depth and Фr design = 34°. F<sup>*</sup> and α values shall be shown on the shop drawings.<br />
<br />
'''(J1.34) Use for all MSE wall plans.'''<br />
:The MSE wall system shall be built in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 720].<br />
<br />
'''(J1.35) Use for MSE Walls when there may be obstructions in reinforced soil mass.'''<br />
:The splay angle should be less than 15° and tensile capacity of splayed reinforcement shall be reduced by the cosine of the splay angle. Soil reinforcement shall clear the obstruction by at least 3 inches.<br />
:No reinforcement shall be left unconnected to the wall face or arbitrarily cut/bent in the field to avoid the obstruction.<br />
:Where interference between the vertical obstruction and the soil reinforcement is unavoidable, the design of the wall near the obstruction may be modified using one of the alternatives in FHWA-NHI-10-024, Section 5.4.2. Show detail layout on the drawings. For wall designs with horizontal obstructions in reinforced soil mass, see FHWA-NHI-10-024, Section 5.4.3.<br />
<br />
'''Use Notes J1.36 thru J1.40 for drycast modular block wall systems or wetcast modular block wall systems.'''<br />
<br />
'''(J1.36) Permanent shims for drycast modular block wall systems or wetcast modular block wall systems:'''<br />
:Permanent shims will be sparingly allowed to maintain horizontal and vertical control. The preferable shim shall be made of a plastic material that will not rust, stain, rot or leach onto the concrete and has a minimum compressive strength equal to block wall unit. Steel or wood shims will not be allowed. Shims shall not exceed 3/16 inch in thickness and shall distribute load in order to not induce stress into block wall units. No shim shall be used between the concrete leveling pad and the base course of the block wall.<br />
<br />
'''(J1.37)''' <br />
:Holes shall be 5/8-inch round and extended 4 inches into the third layer of blocks, recessed 2 inches deep by 1 1/2 inches round.<br />
<br />
'''(J1.38)'''<br />
:Rods or reinforcing bars shall be secured by an approved resin anchor system in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1039].<br />
<br />
'''(J1.39)'''<br />
:Recess hole shall be backfilled with non-shrink cement grout.<br />
<br />
'''(J1.40) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than 10 feet. <br />
<br />
'''(J1.41) Use when interior angle between two precast modular panel walls is less than or equal to 70°.'''<br />
:When interior angle between two walls is less than or equal to 70°, the affected portion of the MSE wall shall be designed as an internally tied bin structure with at-rest earth pressure coefficients. Acute angle corner structures shall not be stand-alone separate structures. For additional design steps see (FHWA-NHI-10-024).<br />
<br />
'''Use for all MSE wall plans.''' <br />
<br />
'''(J1.42) '''<br />
:Excavation quantities and pay items are given on the roadway plans. Excavation quantities are based on a soil reinforcement length of _____ ft. The soil reinforcement length may vary based upon the wall design selected by the contractor. Plan excavation quantities will be paid regardless of any actual quantities removed based on the soil reinforcement length and design selected.<br />
<br />
'''(J1.43) For staged bridge construction with MSE walls at the abutments show following note on the plan details when temporary MSE wall is required. Also use note J1.41 when interior angle between two walls is 65° to 70°.'''<br />
:Contractor shall be responsible for the internal stability, external stability, compound stability, and overall global stability of the temporary MSE wall structure. The soil parameters assumed for the temporary MSE wall design shall be those shown on the plan details for the MSE Wall and shown in the foundation report. The contractor shall submit the proposed method of temporary MSE wall construction to the engineer prior to beginning work.<br />
:See special provisions.<br />
<br />
== K. Approach Slab Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== K1. General ===<br />
<br />
'''(K1.1) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:All concrete for the bridge approach slab <u>and sleeper slab</u> shall be in accordance with Sec 503 (f'<sub>c</sub> = 4,000 psi).<br />
<br />
'''(K1.2)'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed fiber expansion joint filler, except as noted.<br />
<br />
'''(K1.3) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab <u>and the sleeper slab</u> shall be epoxy coated Grade 60 with F<sub>y</sub> = 60,000 psi.<br />
<br />
'''(K1.4)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<div id="(K1.5.1)"></div><br />
<br />
'''(K1.5.1) Use for Bridge Approach Slab (Major Road).'''<br />
:The reinforcing steel in the bridge approach slab and the sleeper slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 24 inches for #5 bars and 40 inches for #6 bars, or by mechanical bar splice.<br />
<br />
'''(K1.5.2) Use for Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 26 inches for #4 bars, or by mechanical bar splice.<br />
<br />
'''(K1.6) Use underline portion when mechanical bar splices are required due to staged construction. '''<br />
:Mechanical bar splices shall be in accordance with Sec 710. <u>(Estimated ____ splices per slab) </u><br />
<br />
'''(K1.7)'''<br />
:<math>\, *</math> Seal joint between vertical face of approach slab and wing with sealant in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(K1.11)'''<br />
:The contractor shall pour and satisfactorily finish the <u>bridge</u> <u>semi-deep</u> slab before placing the bridge approach slab.<br />
<br />
'''(K1.12)'''<br />
:Longitudinal construction joints in approach slab <u>and sleeper slab</u> shall be aligned with longitudinal construction joints in <u>bridge</u> <u>semi-deep</u> slab.<br />
<br />
'''(K1.13) Use for Bridge Approach Slab (Major Road)'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the approach slab, including the timber header, sleeper slab, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Major Road) per square yard.<br />
<br />
'''(K1.14a) Use for Bridge Approach Slab (Minor) – Concrete Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the concrete bridge approach slab, including the timber header, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.14b) Use for Bridge Approach Slab (Minor) – Asphalt Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the asphalt bridge approach slab, including tack, curb and Type 5 aggregate base within the pay limits shown, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.15) Use for Bridge Approach Slab (Major Road) and Bridge Approach Slab (Minor Road) – Concrete Slab Only'''<br />
:For concrete approach pavement details, see roadway plans.<br />
<br />
'''(K1.16) Use for Bridge Approach Slab (Major Road)'''<br />
:See Missouri Standard Plan 609.00 for details of Type A curb.<br />
<br />
'''(K1.17) Use for Bridge Approach Slab (Minor Road) – Asphalt Slab Only'''<br />
:See Missouri Standard Plan 609.00 for details of Type S curb. <br />
<br />
'''(K1.18)'''<br />
:With the approval of the engineer, the contractor may crown the bottom of the approach slab to match the crown of the roadway surface.<br />
<br />
'''(K1.19) <font color="purple">[MS Cell]</font color="purple"> Use boxed note for Bridge Approach Slab (Minor Road)'''<br />
<br />
{|style="padding: 0.3em; margin-left:1px; border:1px solid #000000; background:#ffffff" text-align:center; font-size: 95%; width="380px" align="center" <br />
|-<br />
|colspan="2"|MoDOT Construction personnel will indicate the bridge approach slab used for this structure:<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Concrete Bridge Approach Slab<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Asphalt Bridge Approach Slab<br />
|}<br />
<br />
'''(K1.20)'''<br />
:Drain pipe may be either 6" diameter corrugated metallic-coated pipe underdrain, 4" diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4" diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes&diff=58590751.50 Standard Detailing Notes2026-05-06T14:08:25Z<p>Hoskir: /* H3. Bearings */ updated notes per RR4181</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="300px" align="right" <br />
|-<br />
|align="center"| '''Copying Detailing Notes from EPG to MicroStation Drawings'''<br />
|-<br />
|'''<font color="purple">[MS Cell]</font color="purple">''' in the standard detailing notes indicates those notes are available in MicroStation note cells because of the drawing associated with the note. <br />
|-<br />
|Please refer to [[media:751.50 Copying Detailing Notes May 2014.docx|Copying Detailing Notes from EPG to MicroStation Drawings]] for additional information.<br />
|}<br />
'''Underlined Portions of Notes:''' Underlined portions of standard detailing notes that are not applicable may be omitted.<br />
<br />
<br />
== A. General Notes ==<br />
<br />
=== A1. Design Specifications, Loadings & Unit Stresses and Standard Plans===<br />
<br />
'''The format for these notes as they would appear on the plans is as follows with the indention shown being optional. For additional applicable notes for MSE walls, see [[#J. MSE Wall Notes (Notes for Bridge Standard Drawings)|J. MSE Wall Notes]].'''<br />
<br />
:'''General Notes:'''<br />
<br />
::''' Design Specifications:'''<br />
:::A1.1<br />
<br />
::'''Design Loading:'''<br />
:::A1.2<br />
<br />
::''' Design Unit Stresses:'''<br />
::: A1.3 <br />
<br />
::'''Standard Plans: '''<br />
:::A1.4<br />
<br />
<br />
'''(A1.1) Design Specifications: '''<br />
<br />
'''Use for all LRFD standard culverts-bridge designs in which the design and/or details are completely covered by the Missouri Standard Plans for Highway Construction and/or EPG 751.8 in accordance with the following design specifications. '''<br />
<br />
:::2010 AASHTO LRFD Bridge Design Specifications and 2010 Interim Revisions<br />
<br />
'''Use for all LRFD bridge final designs initiated on or after June 1, 2020.'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
<br />
'''Use for all LRFD bridge final designs initiated before June 1, 2020.'''<br />
<br />
:::2017 AASHTO LRFD Bridge Design Specifications (8th Ed.)<br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated after June 1, 2024.'''<br />
<br />
:::<u>2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.)</u><br />
:::<u>Seismic Design Category = A</u> (<u>Nonseismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category =</u> <u>B</u> <u>C</u> <u>D</u> (<u>Complete Seismic Analysis</u> <u>Seismic Details plus Abutment Seismic Design</u>)<br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>__(2)</u> <br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated before June 1, 2024.'''<br />
<br />
:::<u>2011 AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Ed.) and 2014 Interim Revisions</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category = __</u> <br />
:::<u>Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> = __</u><br />
:::<u>Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = __</u> <br />
<br />
'''Use for all LFD bridge final designs.'''<br />
:::2002 AASHTO LFD (17th Ed.) Standard Specifications<br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = __</u><br />
:::<u>Acceleration Coefficient = __ </u><br />
:::<u>Bridge Deck Rating = (1)</u><br />
<br />
'''Use for all LRFD retaining wall (Conventional retaining wall, MSE wall or other) final designs. For additional applicable notes for MSE walls, see [[751.50_Standard_Detailing_Notes#J._MSE_Wall_Notes_.28Notes_for_Bridge_Standard_Drawings.29|J. MSE Wall Notes]].'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
:::2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.) <br />
:::<u>Seismic Design Category = A (Seismic Zone 1)</u><br />
:::<u>Seismic Design Category = B (Seismic Zone 2)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = C (Seismic Zone 3)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = D (Seismic Zone 4) (Seismic Analysis)</u><br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>(2)</u><br />
<br />
(1) Use when repairing concrete deck. The rating (3 to 9) is from the bridge inspection report.<br />
<br />
(2) Use value for A<sub>s</sub> per Geotech report/Design layout or N/A if not reported in Geotech report/Design layout. If A<sub>s</sub> > 0.75 then use A<sub>s</sub> = 0.75.<br />
<br />
(3) Use “No seismic analysis” if retaining wall is not supporting another structure foundation (i.e. not supporting abutment fill or building) and only if Geotech report allow this option.<br />
<br />
<div id="(A1.2) Design Loading:"></div><br />
'''(A1.2) Design Loading:'''<br />
<br />
'''Use for all LRFD bridge, retaining wall and culvert final designs.'''<br />
::Vehicular = HL-93 <u>minus lane load</u> (1)<br />
:: <u>No</u> <u>Future Wearing Surface</u> <u>= 35 lb/sf</u><br />
::<u>Defense Transporter Erector Loading</u><br />
::Earth = 120 lb/cf (4 6)<br />
::Equivalent Fluid Pressure = <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
'''Use for all LFD bridge final designs.'''<br />
::<u>HS20-44</u> <u>HS20 Modified</u> <u>(4)</u> <u>(5)</u> <br />
::<u>35 lb/sf</u> <u>No</u> Future Wearing Surface<br />
::<u>Military 24,000 lb Tandem Axle</u> <u>(5)</u> <br />
::<u>Defense Transporter Erector Loading</u> <u>(5)</u> <br />
::Earth 120 lb/cf, Equivalent Fluid Pressure <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::Fatigue Stress - <u>Case I</u> <u>Case II</u> <u>Case III</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
For rehabilitation of decks originally designed using above loads, specify using current wording when the original wording varies from that now used (“Military” used to be specified as “Modified”). <br />
<br />
(1) Include for all culverts and culverts-bridges unless lane load is used.<br />
<br />
(2) For bridges and retaining walls use "45 lb/cf (Min.)" unless the Ø angle requires using a larger value. For box culverts use "30 lb/cf (Min.), 60 lb/cf (Max.)".<br />
<br />
(3) Use with all prestressed concrete structures. Omit underline portions for single spans. <br />
<br />
(4) For rehabilitation of decks originally designed using loads other than those shown, specify loading as shown on original plans.<br />
<br />
(5) For rehabilitation of decks specify the original design year in parentheses, e.g. (1965).<br />
<br />
(6) Unless different value is provided in the Geotechnical report.<br />
<br />
<br />
'''(A1.3) Use for LRFD. (For ASD, LFD, and allowable stresses, see Development Section.)'''<br />
<br />
::'''Design Unit Stresses:'''<br />
::{|<br />
|Class B Concrete (Substructure)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B Concrete (Retaining Wall)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B-2 Concrete (Drilled Shafts & Rock Sockets)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Superstructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except<br/> &nbsp; Prestressed <u>Girders</u> <u>Beams</u> and Barrier) || ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Substructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Box Culvert)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Barrier)|| ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except Barrier)|| ||valign="bottom"| f'c = 4,000 psi (1)<br />
|-<br />
|Reinforcing Steel (Grade 40)|| ||f<sub>y</sub> = 40,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A615 Grade 60)|| ||f<sub>y</sub> = 60,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A706 Grade 60)|| ||f<sub>y</sub> = 60,000 psi (2)<br />
|-<br />
| Structural Carbon Steel (ASTM A709 Grade 36) || ||f<sub>y</sub> = 36,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS70W)|| ||f<sub>y</sub> = 70,000 psi<br />
|-<br />
|Structural Steel HP Pile (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi <br />
|-<br />
|Welded or Seamless steel shell (pipe) for CIP pile (ASTM A252 Modified Grade 3)||width="20"| || f<sub>y</sub> = 50,000 psi<br />
|-<br />
|colspan="3"|For precast prestressed panel stresses, see Sheet No. _.<br />
|-<br />
|colspan="3"|For prestressed girder stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|-<br />
|colspan="3"|For prestressed <u>solid slab</u> <u>voided slab</u> <u>box</u> beam stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|}<br />
<br />
<div id="A1-notes"></div><br />
(1) Slabs, diaphragms or beams poured integrally with the slab.<br />
<br />
(2) Use for new bridges in seismic design category B, C and D. ASTM A615 bars should be used for rehabilitation work regardless of location. <br />
<br />
Note: Any new construction using structural steels A514 or A517 requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles or other structural shapes without prior confirmation of the availability of the material.<br />
<br />
<div id="(A1.4) Standard Plans:"></div><br />
'''(A1.4) Use for structural design information only.'''<br />
:::'''Standard Plans:'''<br />
::::703.37, 703.85, 703.86, and 703.87<br />
<br />
<center><br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="950px" align="center" <br />
|-<br />
|Guidance: <br/><br />
- List in order the Missouri Standard Plans applicable to the structure (omit if there are no applicable standard plans).<br/><br />
- Above is an example for a right advanced triple box culvert with a flared inlet. Actual standards specified shall be those required for structure type and features.<br/><br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
! style="background:#BEBEBE"| Standard Plan!! style="background:#BEBEBE"|When Applicable <br />
|-<br />
|703.10 thru 703.87 ||width="300"|Culvert Standards in Accordance with [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans ]]<br />
</center><br />
|}<br />
</center><br/><br />
- Examples for exclusion (no need to include):<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 606.60: guardrail transition – roadway item<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plans 606.00 and 617.10: delineators for railings and barriers – referenced in standard notes.<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 609.00: Type A curb for approach slabs– referenced in standard note K1.16<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 706.35 Bar Supports for Concrete Reinforcement<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 712.40 Steel Dams at Expansion Devices – supplementary details for construction<br/><br />
|}<br />
</center><br />
<br />
=== A2. Concrete Box Culverts and Other Type Structures ===<br />
<br />
'''All Boxes'''<br />
<br />
'''(A2.0) <font color="purple">[MS Cell]</font color="purple">'''<br />
:MoDOT Construction personnel will indicate the type of box culvert constructed:<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Precast Concrete Box used<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Cast-in-Place Concrete Box used<br />
<br />
<br />
'''All Boxes on Rock'''<br />
<br />
'''(A2.1) Designer shall check with Structural Project Manager if the 6” dimension should be increased for soft rock and shale. '''<br />
<br />
:Anchor full length of walls by excavating 6 inches into and casting concrete against vertical faces of hard, solid, undisturbed rock.<br />
<br />
'''(A2.1.1)'''<br />
:Holes shall be drilled 12 inches into solid rock with E1 and E2 bars grouted in.<br />
<br />
<br />
'''All Boxes with Bottom Slab'''<br />
<br />
'''(A2.2)'''<br />
:When alternate precast concrete box culvert sections are used, the minimum distance from inside face of headwalls to precast sections measured along the shortest wall shall be 3 feet. Reinforcement and dimensions for wings and headwalls shall be in accordance with Missouri Standard Plans.<br />
<br />
<br />
'''Culverts on Rock Where Holes or Crevices may be Found'''<br/><br />
'''(Normally where soundings show rock to be very irregular)'''<br />
<br />
'''(A2.3) (The designer should check with Structural Project Manager before placing this note on the plans.)'''<br />
:Where, under short lengths of walls, top of rock is below elevations given for bottom of walls, plain concrete footings 3 feet in width shall be poured up from rock to bottom of walls. If top of rock is more than 3 feet below bottom of short wall sections, the walls between points of support on rock, shall be designed and reinforced as beams and spaces below walls filled as directed by the engineer. Payment for plain concrete footings and concrete reinforced as wall beams will be considered completely covered by the contract unit price for Class B-1 Concrete.<br />
<br />
<br />
'''Box Type Structures on Rock or Shale Widened or Extended with Floor '''<br />
<br />
'''(A2.4)'''<br />
:Fill material under the slab shall be firmly tamped before the slab is poured.<br />
<br />
<br />
'''Box Culverts with Bottom Slab that Encounter Rock'''<br />
<br />
'''(A2.5) (Use when specified on the Design Layout.)'''<br />
:Excavate rock 6 inches below bottom slab and backfill with suitable material for culverts on rock in accordance with Sec 206.<br />
<br />
<br />
'''Curved Box Culverts (Box on curve)'''<br />
<br />
'''(A2.6)'''<br />
:The contractor will have the option to build the curved portion of the structure on chords (maximum of 16 feet).<br />
<br />
<br />
'''(A2.7) (Use when special backfill is specified on the Design Layout.)'''<br />
:Excavate 3 feet below the box and fill with suitable backfill material.<br />
<br />
<br />
'''For Box Culverts where collar is provided, place the following note on plan sheet.'''<br />
<br />
'''(A2.8)'''<br />
:If precast option is used, precast box culvert ties in accordance with Sec 733 and Standard Plan 733 shall be provided between all precast sections. <br />
<br />
<br />
'''For Box Culverts with transverse joint(s), place notes A2.9 and A2.10 under the Transverse Joint Detail. <font color="purple">[MS Cell]</font color="purple"> The detail and these notes are not needed if an appropriate standard plan is referenced.'''<br />
<div id="(A2.9)"></div><br />
'''(A2.9)'''<br />
:Filter cloth 3 feet in width and double thickness shall be centered on transverse joints in top slab and sidewalls with edges sealed with mastic or two sided tape. Filter cloth shall be a separation geotextile in accordance with Sec 1011. Cost of furnishing and installing filter cloth will be considered completely covered by the contract unit price for other items.<br />
<div id="(A2.10)"></div><br />
<br />
'''(A2.10)'''<br />
:Preformed fiber expansion joint material in accordance with Sec 1057 shall be securely stitched to one face of the concrete with 10 Gage copper wire or 12 Gage soft drawn galvanized steel wire.<br />
<br />
<br />
'''(A2.11)'''<br />
:If unsuitable material is encountered, excavation of unsuitable material and furnishing and placing of granular backfill shall be in accordance with Sec 206.<br />
<br />
<br />
'''(A2.14) For Box Culverts where the top slab is used as the riding surface, place the following note on plan sheet.'''<br />
<br />
:Culvert top slab surface may be finished with a vibratory screed.<br />
<br />
<div id="Use notes A2.15 and A2.16"></div><br />
<br />
'''Use notes A2.15 and A2.16 for all box culverts.'''<br />
<br />
'''(A2.15) '''<br />
<br />
:Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
<br />
'''(A2.16) '''<br />
<br />
:If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item)<br />
<br />
=== A3. All Structures ===<br />
<br />
'''Neoprene Pads:'''<br />
<br />
'''(A3.2) Does not apply to Type N PTFE Bearings & Laminated Neoprene Bearing Pad Assembly.'''<br />
:Neoprene bearing pads shall be <u>50</u> <u>60</u> <u>70</u> durometer and shall be in accordance with Sec 716.<br />
<br />
<br />
'''Fabricated Steel Connections:'''<br />
<br />
'''(A3.3) Use for all steel structures. Bolted connections use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Field connections shall be made with 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> bolts and 13/16-inch diameter holes, except as noted. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied.<br />
|}<br />
<br />
'''Joint Filler:'''<br />
<br />
'''(A3.4) Use on all structures (except culverts).'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed sponge rubber expansion and partition joint filler, except as noted.<br />
<br />
<br />
'''Reinforcing Steel:'''<br />
<br />
'''(A3.5)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<br />
<div id="(A3.5.1) Use when uncoated steel"></div><br />
'''(A3.5.1) Use when uncoated steel may come in contact with galvanized piles (concrete pile cap intermediate bents and pile footings).'''<br />
:Minimum clearance between galvanized piles and uncoated (plain) reinforcing steel including bar supports shall be 1 1/2”. Nylon, PVC, or polyethylene spacers shall be used to maintain clearance. Nylon cable ties shall be used to bind the spacers to the reinforcement.<br />
<br />
'''(A3.6) Use when mechanical bar splices (MBS) are to be specified on the plans. The underlined portion shall be used when mechanical bar splice is not being paid for with pay item 706-10.70. '''<br />
<br />
:MBS refers to mechanical bar splices. Mechanical bar splices shall be in accordance with Sec 706 or 710 <u>except that no measurement will be made for mechanical bar splices and they will be considered completely covered by the contract unit price for other items</u>.<br />
<br />
<div id="Traffic Handling:"></div><br />
'''Traffic Handling:'''<br />
<br />
'''(A3.7) Use on all grade separations (new and rehabs) constructed over traffic. The note shall be as specified on the Bridge Memorandum (may not match the following) in accordance with [[751.1 Preliminary Design#751.1.2.6 Vertical and Horizontal Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearances]].'''<br />
<br />
:Vertical clearance for Route <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> traffic during construction shall be <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> minimum over a <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> wide horizontal opening of the roadway <u>in each direction</u>.<br />
<br />
<br />
'''(A3.8) Use for bridges and culverts.'''<br />
:<u>Structure to be closed during construction.</u> <u>Traffic to be maintained on (1) during construction.</u> See roadway plans for traffic control <u>and Sheet No. __ for staged construction details.</u><br />
<br />
::{| style="margin: 1em auto 1em auto" <br />
|-<br />
|(1)|| Use “structure” with staged rehabilitation of existing structures.<br />
|-<br />
| ||Use “existing structure” with new structures built next to existing structures.<br />
|-<br />
| ||Use “structures” with staged replacement of existing structures.<br />
|-<br />
| ||Use “temporary bypass” when a bypass will be constructed.<br />
|-<br />
| ||Use “other routes” with new routes and with existing routes that are closed to traffic.<br />
|-<br />
|colspan="2" width="1150"| <br />
|}<br />
<br />
=== A4. Protective Coatings ===<br />
<br />
====A4a. Structural Steel Protective Coatings====<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "Structural Steel Protective Coatings:". <br />
<br />
=====A4a1. <u>Steel Structures-Nonweathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a1.1 – A4a1.7)</u>'''<br />
<br />
'''(A4a1.1) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.3 is used. '''<br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finish Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.2) '''<br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a1.3) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.4) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.3) is used, omit the 2<sup>nd</sup> sentence'''.<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u> . <br />
<br />
'''(A4a1.5) When System L is specified, System I is specified for water crossings or when note (A4a1.3) is used, omit the underlined part.'''<br />
<br />
:At the option of the contractor, the <u>intermediate field coat and</u> finish field coat may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''(A4a1.6) Use for structures with Access Doors'''<br />
<br />
:Structural steel access doors shall be cleaned and coated in the shop or field with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. In lieu of coating, the access doors may be galvanized in accordance with ASTM A123 and AASHTO M 232 (ASTM A153), Class C. The cost of coating or galvanizing doors will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a1.7) Use for structures with Access Doors and when a fabricated structural steel pay item is not included.'''<br />
<br />
:Payment for furnishing, coating or galvanizing and installing access doors and frames will be considered completely covered by the contract unit price for other items. <br />
<br />
<div id="(A4a1.8.1) Place"></div><br />
'''(A4a1.8.1) Place the following notes on the plans when alternate galvanized structural steel protective coating is approved by SPM.'''<br />
<br />
:'''(A4a1.8.1a) Place the following note under the notes for “Structural Steel Protective Coatings”.'''<br />
::Alternate A Structural Steel Protective Coating:<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:'''(A4a1.8.1b) In "General Notes:" section place the following note under the heading "Miscellaneous:”'''<br />
::Alternate bids for structural steel coating shall be completed.<br />
<br />
:'''(A4a1.8.1c) Place following information at bottom part of “Estimated Quantities” table. (At least four (4) blank rows should be left at bottom of table to allow for additional entries in the field.)'''<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|Estimated Quantities<br />
|-<br />
!Item||Substr.||Superstr.||Total<br />
|-<br />
|Last Pay Item|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|ADD ALTERNATE A:|| || ||<br />
|-<br />
|Galvanizing Structural Steel&nbsp;&nbsp;&nbsp;&nbsp; lump sum|| || ||1<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|}<br />
</center><br />
'''(A4a1.8.2) Place the following note instead of notes A4a1.1 – A4a1.7 on the plans when galvanized structural steel protective coating is approved by SPM.'''<br />
:'''(A4a1.8.2a) '''<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''<u>Recoating Existing Steel (Notes A4a1.9 - A4a1.13)</u>''' <br />
<br />
'''(A4a1.9) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.13 is used.''' <br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finished Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.10) Use primer specified on the Design Memorandum. System L must be used with inorganic zinc primer only.''' <br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for <u>Recoating of Structural Steel (System G, H, I or L)</u> with <u>organic</u> <u>inorganic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel.<br />
<br />
'''(A4a1.11) '''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a1.12) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.13) is used, omit the 2<sup>nd</sup> sentence.'''<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u>.<br />
<br />
'''(A4a1.13) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.14) Use for recoating truss bridges. '''<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|The length of span that is permissible to drape is to be determined by the designer and given in the note. Typically, ¼ span length is used but greater lengths have been used in the past based on calculations. See Structural Project Manager or Structural Liaison Engineer.<br />
|}<br />
<br />
:For the duration of cleaning and recoating the truss spans, the truss span superstructure in any span shall not be draped with an impermeable surface subject to wind loads for a length any longer than <u>1/4</u> the span length at any one time regardless of height of coverage. Simultaneous work in adjacent spans is permissible using the specified limits in each span. <br />
<br />
<div id="Overcoating Existing Steel (Notes A4a.10 – A4a.14)"></div><br />
'''<u>Overcoating Existing Steel (Notes A4a1.21 – A4a1.27)</u> '''<br />
<br />
'''(A4a1.21) Include underlined portion when overcoating an existing vinyl coating (System C).'''<br />
<br />
:Protective Coating: System G in accordance with Sec 1081 <u>except thinners are not permitted</u>.<br />
<br />
'''(A4a1.22) '''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for Overcoating of Structural Steel. The cost of surface preparation will be considered completely covered by the contract <u>lump sum unit</u> price <u>per sq. foot</u> for Surface Preparation for Overcoating Structural Steel (System G).<br />
<br />
'''(A4a1.23) The 2nd underlined portion in the first sentence is applicable only for bridges over streams and railroads. '''<br />
<br />
:Field Coat(s): The color of the field overcoat shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u> and shall be applied in accordance with Sec 1081.10.3.4<u>, except that all structural steel shall have the intermediate field coat applied in accordance with Sec 1081.10.3.4.1.1</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System G).<br />
<br />
'''(A4a1.24) Use when new coating system overlaps existing coating system. Show detail on plans.'''<br />
<br />
:Limits of Paint Overlap: System G shall overlap the existing coating between 6 inches and 12 inches in order to achieve maximum coverage at the paint limit of each complete system near the expansion and contraction areas. The final field coating shall be masked to provide crisp, straight lines and to prevent overspray beyond the overlap required.<br />
<br />
=====A4a2. <u>Steel Structures- Weathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a2.1 - A4a2.3) </u>'''<br />
<br />
'''(A4a2.1) '''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080. <br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel.<br />
<br />
'''(A4a2.2) '''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the <u>intermediate and</u> finish field coats will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a2.3) '''<br />
<br />
:At the option of the contractor, the intermediate and finish field coats may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''<u>Recoating Existing Steel (A4a2.10 – A4a2.13) </u>'''<br />
<br />
'''(A4a2.10)'''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080.<br />
<br />
'''(A4a2.11) Use primer specified on Design Memorandum. System L must be used with inorganic zinc primer only.'''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1080 and Sec 1081 for <u>Recoating of Structural Steel (System G, H or I)</u> with <u>inorganic</u> <u>organic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel. <br />
<br />
'''(A4a2.12)'''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a2.13) The coating color shall be as specified on the Design Layout. When System L or I is specified, omit the 2nd sentence.'''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System <u>G</u> <u>I</u>).<br />
<br />
=====A4a3. <u>Miscellaneous</u>=====<br />
<br />
'''(A4a3.1) Use for weathering steel or concrete structures with girder chairs and when a coating pay item is not included. '''<br />
<br />
:Structural steel for the <u>girder</u> <u>beam</u> chairs shall be coated with not less than 2 mils of inorganic zinc primer. Scratched or damaged surfaces are to be touched up in the field before concrete is poured. In lieu of coating, the <u>girder</u> <u>beam</u> chairs may be galvanized in accordance with ASTM A123. The cost of coating or galvanizing the <u>girder</u> <u>beam</u> chairs will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a3.2) Use when recoating existing exposed piles. (Guidance: "Aluminum" is preferred because it acts as both a barrier and corrosion protection where "Gray" only acts as a barrier. If for any reason coated pile is embedded in fresh concrete, "Aluminum" shall not be used.)'''<br />
<br />
:All exposed surfaces of the existing structural steel piles <u>and sway bracing</u> shall be recoated with one 6-mil thickness of <u>aluminum</u> <u>gray</u> epoxy-mastic primer applied over an SSPC-SP3 surface preparation in accordance with Sec 1081. The bituminous coating shall be applied one foot above and below the existing ground line and in accordance with Sec 702. These protective coatings will not be required below the normal low water line. The cost of surface preparation will be considered completely covered by the contract lump sum price for Surface Preparation for Applying Epoxy-Mastic Primer. The cost of the <u>aluminum</u> <u>gray</u> epoxy-mastic primer and bituminous coating will be considered completely covered by the contract lump sum price for <u>Aluminum</u> <u>Gray</u> Epoxy-Mastic Primer.<br />
<br />
====A4b. Concrete Protective Coatings====<br />
<br />
=====A4b1. Concrete Protective Coatings===== <br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Concrete Protective Coatings:'''". <br />
<br />
'''(A4b1.1) Use note with weathering steel structures. '''<br />
<br />
:Temporary coating for concrete bents and piers (weathering steel) shall be applied on all concrete surfaces above the ground line or low water elevation on all abutments and intermediate bents in accordance with Sec 711. <br />
<br />
'''(A4b1.2) Use note with coating for concrete bents and piers either urethane or epoxy. '''<br />
<br />
:Protective coating for concrete bents and piers <u>(Urethane)</u> <u>(Epoxy)</u> shall be applied as shown on the bridge plans and in accordance with Sec 711. <br />
<br />
'''(A4b1.3) Use note when specified on Design Layout.'''<br />
<br />
:Concrete and masonry protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711. <br />
<br />
'''(A4b1.4) Use note when specified on Design Layout. '''<br />
<br />
:Sacrificial graffiti protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711.<br />
<br />
=== A5. Miscellaneous ===<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Miscellaneous:'''".<br />
<br />
'''(A5.1) Use the following note on all structures that contains non-redundant Fracture Critical Members (FCM).'''<br />
<br />
:This structure contains non-redundant Fracture Critical Members (FCM). FCM requirements shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''(A5.3) Use the following note on all jobs with high strength bolts.'''<br />
:High strength bolts, nuts and washers will be sampled for quality assurance as specified in Sec 106.<br />
<br />
'''(A5.4) Use the following note for structures having detached wing walls at end bents.'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the <u>Lt.</u> <u>Rt.</u> <u>both</u> detached wing wall<u>s</u> at End Bents No. <u> &nbsp; &nbsp; </u>&nbsp; <u>and</u> <u>No. &nbsp; &nbsp; </u>&nbsp;including the Class <u> &nbsp; </u>&nbsp;Excavation, <u>&nbsp; &nbsp; Pile</u>, [[#A5-notes|(1)]], Class <u>B</u> <u>B-1</u> Concrete (Substr.) [[#A5-notes|(2)]] and Reinforcing Steel (Bridges), will be considered completely covered by the contract unit price for these items.<br />
<br />
::{| style="margin: 1em auto 1em auto" align="left"<br />
|-<br />
|(1)||List all items used for the detached wing walls.<br />
|-<br />
|valign="top"|(2)|| For continuous concrete slab bridges, the detached wing walls could be either Class B or Class B-1. (For slab bridges with Class B spread footings, the detached wing walls might as well be Class B, otherwise, Class B-1 may be used.) Check with Project Manager.<br />
|}<br />
<br />
<div id="(A5.6)"></div><br />
<br />
'''(A5.6) <font color="purple">[MS Cell]</font color="purple"> Use the following note on all Concrete Superstructures where Precast Panels are used.'''<br />
:MoDOT Construction personnel will indicate the type of joint filler option used under the precast panels for this structure:<br />
:: □ Constant Joint Filler<br />
:: □ Variable Joint Filler<br />
<br />
== B. Estimated Quantities Notes ==<br />
<br />
<br />
=== B1. General ===<br />
<br />
<br />
==== B1a. Concrete ====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.1) (Use on steel structures only.)'''<br />
:All concrete above the lower construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.2) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Integral End Bents, notes B1.3, B1.4, and B1.5 (When bridge slab quantity using note B3.21 table, slab bid per sq. yd.) '''<br />
<br />
'''(B1.3) (Use on steel structures only.)'''<br />
:All concrete between the upper and lower construction joints in the end bents <u>(except detached wing walls) </u> is included in the Estimated Quantities for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.4) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> <u>and all reinforcement in cast-in-place pile at end bents</u> is included in the Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> <u>Concrete Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Intermediate Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.1)'''<br />
:All reinforcement in the intermediate bent concrete diaphragms except reinforcement embedded in the beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.2)'''<br />
:All concrete above the intermediate beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u></u>.<br />
<br />
<br />
'''Non-Integral End Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.3)'''<br />
:All reinforcement in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.4)'''<br />
:All concrete in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Semi-Deep Abutments'''<br />
<br />
'''(B1.6)'''<br />
:All concrete and reinforcing steel below top of slab and above construction joint in Semi-Deep Abutments is included in the Estimated Quantities for Slab on Semi-Deep Abutment.<br />
<br />
<div id="(B1.7)"></div><br />
'''End Bents with Expansion Device'''<br />
<br />
'''(B1.7)'''<br />
:Concrete above the upper construction joint in backwall at End Bent<u>s</u> No. <u> &nbsp; </u> &nbsp;is included with Class B-2 Concrete (Slab on <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>) Quantities.<br />
<br />
<br />
'''Sidewalk'''<br />
<br />
'''(B1.8)''' <br />
:All concrete and reinforcing steel in sidewalk will be considered completely covered by the contract unit price for Sidewalk (Bridges).<br />
<br />
<br />
'''Continuous Concrete Slab Bridge (Notes B1.9.1 thru B1.9.6)'''<br />
<br />
'''End Bents'''<br />
<br />
'''(B1.9.1)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.9.2)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Column Bents integral with slab'''<br />
<br />
'''(B1.9.3)'''<br />
:All concrete above construction joint between slab and columns in the intermediate bents is included with Superstructure Quantities.<br />
<br />
'''(B1.9.4)'''<br />
:All reinforcement in the intermediate bent columns is included with Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Pile Cap Bents integral with slab'''<br />
<br />
'''(B1.9.5)'''<br />
:All concrete in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
'''(B1.9.6)'''<br />
:All reinforcement in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
<div id="(B1.9.7) Use"></div><br />
<br />
==== B1b. Excavation, Sway Bracing====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.10) Use when total estimated excavation is less than 10 cubic yards (No "excavation" item in the Estimated Quantities).'''<br />
:Cost of any required excavation for bridge will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
'''Retaining Walls'''<br />
<br />
'''(B1.11)'''<br />
:No Class 1 Excavation will be paid for above lower limits of roadway excavation.<br />
<br />
<br />
'''Concrete Structures Having Sway Bracing on Load Bearing Piles'''<br />
<br />
'''(B1.12)'''<br />
:The cost of furnishing and installing steel sway bracing on piles at the intermediate bent<u>s</u> will be considered completely covered by the contract unit price for Fabricated Structural Carbon Steel (Misc.).<br />
<br />
<br />
'''Note to Detailer:'''<br/>For structures having steel sway bracing on piles, the weight of the bracing shall be shown under the substructure quantities.<br />
<br />
'''(B1.13)'''<br />
:Cost of cleaning and coating of bracing at intermediate bents will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
=== B2. Welded Wire Fabric ===<br />
<br />
<br />
'''Structures with Welded Wire Fabric'''<br />
<br />
'''(B2.4)'''<br />
:Weight of <u>6</u> x <u>6</u> - <u>W2.1</u> x <u>W2.1</u> welded wire fabric is included in Estimated Weight of Reinforcing Steel. (*)<br />
<br />
<br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|WELDED WIRE FABRIC WEIGHT<br />
|-<br />
!STYLE||SPACE||SIZE||LBS./100 SQ, FT.<br />
|-<br />
|6 x 6 - W2.1 x W2.1||6"||8 ga.||30<br />
|-<br />
|4 x 4 - W4 x W4||4"||4 ga.||85<br />
|}<br />
<br />
See CRSI Manual for other sizes.<br />
<br />
Table should not be shown on plans<br />
<br />
<br />
(*) Modify for type actually used. Show type on details where the fabric is shown.<br />
<br />
"W" denotes plain wire; the number following indicates cross sectional area in hundredths of a square inch. Deformed wire is denoted by the letter "D".<br />
<br />
=== B3. Estimated Quantities Tables ===<br />
<br />
<br />
==== B3a. Bridges ====<br />
<br />
'''(B3.1) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!rowspan="3" | &nbsp;||colspan="5" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Substr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Superstr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" |[[Image:751.50 circled 1.gif]] <math>\, \big\{</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right"|<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Type D Barrier <br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" rowspan="2"|[[Image:751.50 circled 2.gif]] <math>\, \Bigg\{</math><br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|}<br />
<br />
<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 1.gif]]||The following note shall be placed under the estimated quantities box when steel piles are used in Seismic Categories B, C & D.<br />
|}<br />
<div id="(B3.2)"></div><br />
'''(B3.2)'''<br />
:Cost of L4x4 ASTM A709 Grade 36 HP pile anchors and 3/4-inch diameter ASTM F3125 Grade A325 Type 1 bolts, complete in place, will be considered completely covered by the contract unit price for Galvanized Structural Steel Piles (<u>12 in.</u> <u>14 in.</u>).<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 2.gif]]||In special cases, entries are made to the quantities table by Construction personnel after plans are completed. When notes are placed too close to the bottom of this table, additional quantities cannot be entered efficiently. The request has been made that space be left for at least four (4) additional entries to the table before notes are placed on the plans.<br />
|}<br />
<br />
<br />
'''Place an <math>\, **</math> next to the transverse diamond grooving in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
'''(B3.7)'''<br />
:<math>\, **</math> MoDOT will allow, at the contractor's discretion, longitudinal or transverse diamond grooving of the surface of the concrete bridge deck.<br />
<br />
'''(B3.8) Place a * next to supplementary wearing surface material in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''*''' Supplementary wearing surface material will be paid for at the fixed unit price in accordance with Sec 109.<br />
<br />
'''(B3.9) Use for jobs with restrictive timelines including weekend only work. See Structural Project Manager or Structural Liaison Engineer. Place a ** next to total surface hydro demolition in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''**''' The minimum allowable water usage shall be 55 gallons per minute.<br />
<br />
==== B3b. Box Culverts====<br />
<br />
Estimated Quantities Table for Box Culverts<br />
<br />
The quantities table on box culvert plans should show an extra column to the right in the table that is labeled "Final Quantities". Estimated quantities should be inserted to the left of this column in the usual manner by the detailer as shown in the example below.<br />
<br />
The four extra spaces at the bottom of the table are not required as specified before.<br />
<br />
'''(B3.11) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="1" style="text-align:center; border:3px solid black" cellpadding="5" cellspacing="0"<br />
|-<br />
!width="300" colspan=2 |Estimated Quantities||width="100"|Final Quantities<br />
|-<br />
| align="left"| Class 4 Excavation||cu. yard||<br />
|-<br />
|align="left"|Class B-1 Concrete<br/>(Culverts-Bridge)'''*'''||cu. yard||<br />
|-<br />
|align="left"|Reinforcing Steel (Culverts- <br/> Bridge)'''*'''||pound||<br />
|}<br />
<br />
<math>\, *</math> Note to Detailer:<br />
:If distance from stream face of exterior wall to exterior wall is <math>\ge</math> 20' then should use (Culverts-Bridge) but if <math><</math> 20' should use (Culverts).<br />
<br />
==== B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Wearing Surfaces ====<br />
<br />
The following table is to be placed on the design plans under the table of estimated quantities.<br />
<br />
Use separate tables for multiple types of slabs on a structure. <br />
<div id="(B3.21)"></div><br />
'''(B3.21) <font color="purple">[MS Cell]</font color="purple"> Table of Slab Quantities'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities for<br/><u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u><br />
|-<br />
!colspan="2" width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class B-2 Concrete<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"|Reinforcing Steel (Epoxy Coated)<br />
|align="right" style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
Fill in the blank above and in note below with "'''Slab on Steel'''", "'''Slab on Concrete I-Girder'''", "'''Slab on Concrete Bulb-Tee Girder'''", "'''Slab on Concrete NU-Girder'''", "'''Slab on Semi-Deep Abutment'''", '''"Slab on Concrete Beam"''', '''"Slab on Concrete Adjacent Beam"''' or "'''Reinforced Concrete Wearing Surface'''". If transparent forms are required add “'''(with Transparent Forms)'''” to the end of the pay item.<br />
<br />
"'''Slab on Concrete Adjacent Beam'''" shall be used with double-tee girders and when specified on the Design Layout for solid slab beams, adjacent voided slab beams and adjacent box beams.<br />
<br />
Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate. Reinforcing steel shall be estimated to the nearest 10 pounds.<br />
<br />
'''(B3.22) '''<br />
:The table of Estimated Quantities for <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp; represents the quantities used by the State in preparing the cost estimate for concrete slabs. The area of the concrete slab will be measured to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of bridge slab (or with the horizontal dimensions as shown on the plan of slab). Payment for <u>prestressed panels,</u> <u>stay-in-place corrugated steel forms,</u> <u>transparent forms</u>, conventional forms, all concrete and epoxy coated reinforcing steel will be considered completely covered by the contract unit price for the slab. Variations may be encountered in the estimated quantities but the variations cannot be used for an adjustment in the contract unit price.<br />
<br />
'''(B3.23)'''<br />
:Method of forming the slab<u>s</u> shall be as shown on the plans and in accordance with Sec 703. All hardware for forming the slab to be left in place as a permanent part of the structure shall be coated in accordance with ASTM A123 or ASTM B633 with a thickness class SC 4 and a finish type I, II or III.<br />
<br />
'''(B3.24) Use note for optional forming. Conventional forms shall not be listed as an alternate when transparent forms are used.'''<br />
:Slab shall be cast-in-place with <u>transparent forms</u> <u>conventional forms or stay-in-place corrugated steel forms</u>. Precast prestressed panels will not be permitted.<br />
<br />
'''(B3.25) Use note when vibratory screeds are allowed for deck finishing. For guidance for allowing a vibratory screed, see [[751.10 General Superstructure#751.10.1.15 Deck Concrete Finishing|EPG 751.10.1.15 Deck Concrete Finishing]].'''<br />
<br />
:Bridge deck surface may be finished with a vibratory screed.<br />
<br />
'''Stay-In-Place Corrugated Steel Forms:'''<br />
<br />
'''(B3.30)'''<br />
:Corrugated steel forms, supports, closure elements and accessories shall be in accordance with grade requirement and coating designation G165 of ASTM A653. Complete shop drawings of the permanent steel deck forms shall be required in accordance with Sec 1080. <br />
<br />
'''(B3.31)'''<br />
:Corrugations of stay-in-place forms shall be filled with an expanded polystyrene material. The polystyrene material shall be placed in the forms with an adhesive in accordance with the manufacturer's recommendations.<br />
<br />
'''(B3.32)'''<br />
:Form sheets shall not rest directly on the top of <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges. Sheets shall be securely fastened to form supports with a minimum bearing length of one inch on each end. Form supports shall be placed in direct contact with the flange. Welding on or drilling holes in the <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges will not be permitted. All steel fabrication and construction shall be in accordance with Sec 1080 and 712. Certified field welders will not be required for welding of the form supports.<br />
<div id="(B3.33) Use"></div><br />
<br />
'''(B3.33) Use “4 psf” for form spans up to 10 feet beyond which a greater dead loading for form spans may need to be considered and used. '''<br />
:The design of stay-in-place corrugated steel forms is per manufacturer which shall be in accordance with Sec 703 for false work and forms. Maximum actual weight of corrugated steel forms allowed shall be 4 psf assumed for <u>girder</u> <u>beam</u> loading.<br />
<div id="(B3.34) Use this temporary note"></div><br />
'''(B3.34) Use this temporary note until further notice when more is learned about what contractor’s methods are proposed and approved by the engineer.'''<br />
:The contractor shall provide a method of preventing the direct contact of the stay-in-place forms and connection components with uncoated weathering steel members that is approved by the engineer.<br />
<br />
'''Stay-In-Place Transparent Forms:'''<br />
<br />
'''(B3.36)''' <br />
:See special provisions for transparent form requirements.<br />
<br />
'''(B3.37)'''<br />
:Maximum actual weight of transparent forms allowed shall be 5 psf assumed for girder beam loading.<br />
<br />
'''Precast Prestressed Panels:'''<br />
<br />
'''(B3.40) Use for skewed structures.'''<br />
:The Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> are based on skewed precast prestressed end panels.<br />
<br />
'''(B3.41) Use for concrete structures.'''<br />
:Class B-2 Concrete quantity is based on minimum top flange thickness and minimum joint material thickness.<br />
<br />
'''(B3.42)'''<br />
:The prestressed panel quantities are not included in the table of Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u>.<br />
<br />
==== B3d. Asphalt Wearing Surfaces ====<br />
<br />
'''(B3.50) <font color="purple">[MS Cell]</font color="purple"> Place following table and note near the Estimated Quantities table on the design plans for optional asphaltic concrete wearing surface as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface and binder type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Asphaltic<br/>Concrete Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br/>with Asphalt Binder Type<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 76-22<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BLP Mix with PG 76-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|SP125CLP Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" colspan="3"|MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
|}<br />
<br />
{|<br />
|valign="top"|<math>\, *</math><br />
|'''Guidance for Detailing:''' The "SP" designates a superpave mixture; the "125" indicates the nominal mixture aggregate size is 12.5 mm, "B" or "C" indicates the design level, the "SM" indicates Stone Mastic Asphalt, and the "LP" indicates the mixture contains limestone/porphyry. See the Bridge Memorandum for the type of Superpave mixture required.<br />
|-<br />
|&nbsp;<br />
|See the Bridge Memorandum for the asphalt binder required.<br />
|}<br />
<br />
<br />
'''Place next three notes under the Estimated Quantities table if B3.50 is not required, otherwise place under B3.50.'''<br />
<br />
'''(B3.53) The first sentence is not required if B3.50 is not required.'''<br />
:<u>The contractor shall select one of the optional asphaltic concrete wearing surfaces listed in the table.</u> The mixture shall be in accordance with Sec 403 and produced in accordance with Sec 404.<br />
<br />
'''(B3.54)'''<br />
:The area of the asphaltic concrete wearing surface will be measured and computed to the nearest square yard. This area will be measured transversely from out to out of wearing surface and longitudinally from end of slab to end of slab.<br />
<br />
'''(B3.56)'''<br />
:Payment for Optional Asphaltic Concrete Wearing Surface will be considered completely covered by the contract unit price per square yard.<br />
<br />
'''(B3.60) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the Estimated Quantities table on the design plans for optional ultrathin bonded asphalt wearing surfaces as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Ultrathin Bonded Asphalt Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type A<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type B<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|Type C<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
<br />
:MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
:The contractor shall select one of the optional ultrathin bonded asphalt wearing surfaces listed in the table.<br />
<br />
== C. Reinforcing Steel Notes ==<br />
<br />
<br />
=== C1. Bill of Reinforcing Steel ===<br />
<br />
Place the following notes below or near the "'''Bill of Reinforcing Steel'''" when appropriate.<br />
<br />
'''(C1.1) Same marks used for unlike bars on different units.'''<br />
:Bars in the above units are to be billed and tagged separately.<br />
<br />
'''(C1.2) Incomplete bill (Or bill for different units placed on different sheets).'''<br />
:See Sheet No. <u> &nbsp; &nbsp; </u> &nbsp; for bill of reinforcing steel for <u> &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
<br />
'''Notes for Bill of Reinforcing Steel (BILL) Bridge Standard Drawings'''<br />
<br />
'''(C1.3)'''<br />
:All dimensions are out to out.<br />
<br />
'''(C1.4)'''<br />
:Shapes ending with an S shall be bent in accordance with stirrup pin bend shapes.<br />
<br />
'''(C1.5)'''<br />
:Unless otherwise noted, finished bending diameter D is the same for all bends of a shape.<br />
<br />
'''(C1.6)'''<br />
:Four angle or channel spacers are required for each column spiral. Spacers are to be placed on inside of spirals. Length and weight of column spirals do not include splices or spacers.<br />
<br />
'''(C1.7)'''<br />
:Nominal lengths are based on out to out dimensions shown in bending diagrams and are listed to the nearest inch for fabricators use. Actual lengths are measured along centerline bar to the nearest inch. Weights are based on actual lengths.<br />
<br />
'''(C1.8)'''<br />
:V = Sets of varied bars and number of bars in each length. Bar dimensions vary in equal increments between dimensions shown on this line and the following line and the actual length dimension shown on this line and the following line vary by the specified increment.<br />
<br />
'''(C1.9) Use ASTM A706 for new bridges in seismic categories B, C & D. Use ASTM A615 for all other structures and rehabs.'''<br />
:Reinforcing steel (ASTM <u>A615</u> <u>A706</u> Grade 60) fy = 60,000 psi<br />
<br />
'''(C1.20) Use with galvanized reinforcement. Place below Reinforcing Steel Totals table on bill of reinforcing steel sheet in plans.'''<br />
:Products used to repair damaged zinc coating shall not contain aluminum.<br />
<br />
=== C2. Prestressed Girders, Beams & Panels ===<br />
<br />
'''C2a. Notes for Girders, Beams and Panels'''<br />
<br />
Place the C2a notes below or near the table "'''Bill of Reinforcing Steel - Each <u>Girder</u> <u>Beam</u>'''" or under the heading "'''Reinforcing Steel'''" when appropriate. <br />
<br />
'''(C2a.1) Use underlined portion when bending diagrams are detailed as such.'''<br />
:All dimensions are out to out. <u>Use symmetry for dimensions not shown.</u> <br />
<br />
'''(C2a.2) '''<br />
:Hooks and bends shall be in accordance with the CRSI Manual of Standard Practice for Detailing Reinforced Concrete Structures, Stirrup and Tie Dimensions. <br />
<br />
'''C2b. Additional Notes for Prestressed Girders and Beams '''<br />
<br />
Place the C2b notes below the C2a notes. <br />
<br />
'''(C2b.1) Use for all girders and beams except double-tee girders. Underlined part only required for WWR reinforced NU-girders, box beams and voided slab beams. '''<br />
:Minimum clearance to reinforcing shall be 1" <u>unless otherwise shown</u>. <br />
<br />
'''(C2b.2) Use only for double-tee girders. Add <u>and U2 bar</u> for skewed structures only. '''<br />
:Minimum clearance to reinforcing shall be 1", except for 4 x 4 - W4 x W4 <u>and U2 bar</u>. <br />
<br />
'''(C2b.3)''' <br />
:Actual bar lengths are measured along centerline of bar to the nearest inch. <br />
<br />
'''(C2b.10) Add <u>bar</u> for NU-girders and Double T. '''<br />
:All <u>bar</u> reinforcement shall be ASTM A615 or A706 Grade 60. <br />
<br />
'''(C2b.20) Use only for I-girders, bulb-tee girders and alternate bar reinforced NU-girders. '''<br />
:The two D1 bars may be furnished as one bar at the fabricator's option. <br />
<br />
'''(C2b.30) Use for all girders except WWR reinforced NU-girders and double-tee girders. Add <u>and C1</u> for bulb-tee girders only. Most likely will need to add more bars if girder steps exist. '''<br />
<br />
:All B1 <u>and C1</u> bars shall be epoxy coated. <br />
<br />
'''(C2b.31) Use only for WWR reinforced NU-girders'''<br />
:WWR shall not be epoxy coated. <br />
<br />
'''(C2b.32) Use only for double-tee girders. '''<br />
:All S and U reinforcing bars shall be epoxy coated. <br />
<br />
'''(C2b.33) Use only for spread and adjacent beams.'''<br />
:All S2 bars shall be epoxy coated.<br />
<br />
'''C2c. Additional Notes for Prestressed Panels '''<br />
<br />
Place the C2c notes below the C2a notes. <br />
<br />
'''(C2c.1) '''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown. <br />
<br />
'''(C2c.2) '''<br />
:If U1 bars interfere with placement of slab steel, U1 loops may be bent over, as necessary, to clear slab steel. <br />
<br />
'''(C2c.3) '''<br />
:Deformed welded wire reinforcement (WWR) providing a minimum area of reinforcing perpendicular to strands of 0.22 sq in./ft, with spacing parallel to strands sufficient to ensure proper handling, may be used in lieu of the #3-P2 bars shown. Wire diameter shall not be larger than 0.375 inch. The above alternative reinforcement criteria may be used in lieu of the #3-P3 bars, when required, and placed over a width not less than 2 feet. <br />
<br />
'''(C2c.4) '''<br />
:The following reinforcing steel shall be tied securely to the strands with the following maximum spacing in each direction: <br />
:: #3-P2 bars at 16 inches. <br />
::WWR at 24 inches. <br />
<br />
'''(C2c.5) '''<br />
:The #3-U1 bars shall be tied securely to #3-P2 bars, to WWR or to strands (when placed between P1 bars) at about 3-foot centers. <br />
<br />
'''(C2c.6) '''<br />
:Minimum reinforcement steel length shall be 2'-0".<br />
<br />
== D. Temporary Bridge (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== D1. General ===<br />
<br />
Place the following notes on the front sheet.<br />
<br />
'''(D1.1) Place in General Notes on the front sheet under the heading “Timber:”. '''<br />
:All timber shall be standard rough sawn. At the contractor's option, timber may be untreated or protected with commercially applied timber preservatives. All timber shall have a minimum strength of 1500 psi and shall be either douglas fir in accordance with paragraph 123B (MC-19), 124B (MC-19) and 130BB of the current edition of Standard Grading Rules for West Coast Lumber, southern pine in accordance with paragraphs 312 (MC-19), 342 (MC-19) and 405.1 of the current edition of Southern Pine Inspection Bureau Grading Rules, or a satisfactory grade of sound native oak.<br />
<br />
'''(D1.2) Use for bolts and studs: '''<br />
<br />
:(D1.2a) All bolts shall be ASTM F3125 Grade A325 Type <u>3,</u> except as noted. <br />
<br />
:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
<br />
'''(D1.3) Place in General Notes on the front sheet under the heading “Miscellaneous:”. '''<br />
:The superstructure <u>only</u> <u>and cap beam units</u> will be provided by the State and shall be transported from <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;Maintenance Lot. The superstructure shall be returned and stored at the same location as designated by the engineer after Bridge No. <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;is open to traffic.<br />
<br />
'''(D1.4) Place in General Notes on the front sheet under the heading “Structural Steel:”. '''<br />
:All structural steel shall be ASTM A709 Grade 50W except piles, sway bracing, thrie beam rail assembly and structural tubing. Structural tubing coating shall be in accordance with Sec 718.<br />
<br />
'''(D1.5) Place in General Notes on the front sheet under the heading “Substructure:”. '''<br />
:All substructure items specified in Sec 718.3.1 except for the <u>pile point reinforcement and</u> sway bracing will be considered completely covered by the contract unit price for Structural Steel Piles (14 in.). <br />
<br />
'''(D1.11) Place with shim plate details on the bent sheet.'''<br />
:Shim plates may be used between pile and channel at the end bents or angle at the intermediate bents. Shim plates may vary in thickness from 1/16 inch to thickness required.<br />
<br />
'''(D1.21) Place near half section of bridge flooring on the superstructure sheet.'''<br />
:Steel bridge flooring shall be Foster 5-Inch RB 8.2M open steel bridge flooring or equivalent. Trim bars shall be required at the sides and ends of each 39'-10 1/2" unit. <br />
<br />
'''(D1.22) ''' <br />
:Note: Field connections shall be made with 7/8"ø ASTM F3125 Grade A325 Type 3 bolts and 1 1/16"ø holes, except as noted. <br />
<br />
'''(D1.23) Place near details of U-bolts lifting device on the superstructure sheet.'''<br />
:U-bolts lifting device shall be on the inside top flange at both ends of each exterior beam of each unit. U-bolts shall be removed during the time the bridge is open to traffic. Position of the U-bolts may be shifted slightly to miss the bars in the flooring.<br />
<br />
== E. General Elevation and Plan Notes ==<br />
<br />
<br />
=== E1. Excavation and Fill ===<br />
<br />
'''(E1.1) Use when specified on the Design Layout.''' <br />
:Existing roadway fill under the ends of the bridge shall be removed as shown. Removal of existing roadway fill will be considered completely covered by the contract unit price for roadway excavation.<br />
<br />
'''Use one of the following two notes where MSE walls support abutment fill.'''<br />
<br />
'''(E1.2a) <font color="purple">[MS Cell]</font color="purple"> Use when pipe pile spacers are shown on plan details and bridge is 200 feet long or shorter. Add “See special provisions” to the pipe pile spacer callout and add table near the callout.'''<br />
<br />
See special provisions.<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!style="background:#BEBEBE" width="200"| Pile Encasement !!style="background:#BEBEBE"|Option Used<br/>(√)<br />
|-<br />
|Pipe Pile Spacer ||<br />
|-<br />
|Pile Jacket ||<br />
|}<br />
</center><br />
<br />
MoDOT Construction personnel will indicate the pile encasement used.<br />
<br />
'''(E1.2b) Use note when pipe pile spacers are shown on plan details for HP12, HP14, CIP 14” and CIP 16” piles and bridge is longer than 200 feet. For larger CIP pile size modify following note and use minimum 6” larger pipe pile spacer diameter than CIP pile.'''<br />
<br />
The pipe pile spacers shall have an inside diameter equal to <u>24</u> inches.<br />
<br />
'''(E1.4) Use for fill at pile cap end bents. Use the first underlined portion when MSE walls are present. Use <u>approach</u> for semi-deep abutments.'''<br />
:Roadway fill<u>, exclusive of Select Granular Backfill for Structural Systems,</u> shall be completed to the final roadway section and up to the elevation of the bottom of the concrete <u>approach</u> beam within the limits of the structure and for not less than 25 feet in back of the fill face of the end bents before any piles are driven for any bents falling within the embankment section.<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
<br />
=== E3. Miscellaneous ===<br />
<br />
'''(E3.1) Horizontal curves (Bridges not of box culvert type)'''<br />
:<u>All bents are parallel.</u><br />
<br />
<div id="Boring Data"></div><br />
'''Boring Data'''<br />
<br />
'''(E3.2) <font color="purple">[MS Cell]</font color="purple"> (Place on Front Sheet of the plans when boring data is provided for bridges, retaining walls, MSE walls and any other structure.)'''<br />
:[[Image:751.50 E3.2 boring.jpg|12px]] Indicates location of borings.<br/>'''Notice and Disclaimer Regarding Boring Log Data'''<br/>The locations of all subsurface borings for this structure are shown on the plan sheet(s) for this structure. The boring data for all locations indicated, as well as any other boring logs or other factual records of subsurface data and investigations performed by the department for the design of the project, are shown on Sheet(s) No.___ and may be included in the Electronic Bridge Deliverables. They will also be available from the Project Contact upon written request. No greater significance or weight should be given to the boring data depicted on the plan sheets than is given to the subsurface data available from the district or elsewhere.<br/>&nbsp;<br/>The Commission does not represent or warrant that any such boring data accurately depicts the conditions to be encountered in constructing this project. A contractor assumes all risks it may encounter in basing its bid prices, time or schedule of performance on the boring data depicted here or those available from the district, or on any other documentation not expressly warranted, which the contractor may obtain from the Commission.<br />
<br />
'''(E3.4) (Place on the Boring Data Sheet)'''<br />
:For location of borings see Sheet(s) No. <u> &nbsp; </u>.<br />
<div id="Final clearance - Bridges over Railroads"></div><br />
'''Final clearance - Bridges over Railroads'''<br />
<br />
'''(E3.5) In the general elevation detail, the vertical clearance dimension callout shall be the following asterisked note placed near the detail. '''<br />
<br />
: <math>\, *</math> Final vertical clearance from top of rails to bottom of superstructure shall be <u> &nbsp; (1) &nbsp;</u> minimum. Track elevations should be verified in the field prior to construction to determine if the final vertical clearance shown will be obtained.<br />
::(1) Required clearance specified on the Bridge Memorandum.<br />
<br />
'''Seal Course (Use the following notes when Seal Course is specified on the Design Layout.)'''<br />
<br />
'''(E3.6)'''<br />
:Seal course is designed for a water elevation of <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E3.7)'''<br />
:If the seal course is omitted, by the approval of the engineer, bottom of footing shall be placed at the elevation shown on the plans.<br />
<br />
<div id="Bar placement in slabs"></div><br />
'''Bar placement in slabs''' (Notes E3.8 – E3.9)<br />
<br />
'''Guidance Notes for Detailing:''' Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting. <br />
<br />
'''(E3.8) Use note with detail drawing indicating which bars are to be shifted.'''<br />
:Contractor may shift or swap bars as needed to tie R4 bar in barrier (4” min. bar spacing).<br />
<br />
'''(E3.9) Use note with detail drawing to indicate top edge longitudinal slab bar only.'''<br />
:Contractor may shift bar as needed to tie R3 bar in barrier.<br />
<br />
== F. Blank ==<br />
<br />
<br />
== G. Substructure Notes ==<br />
<br />
<br />
=== G1. Concrete Bents ===<br />
<br />
'''Expansion Device at End Bents (G1.1 and G1.1.1)'''<br />
<br />
'''(G1.1)'''<br />
:Top of backwall for end Bent<u>s</u> No. <u> &nbsp; &nbsp; </u>&nbsp; shall be formed to the crown and grade of the roadway. Backwall above upper construction joint<u>s</u> shall not be poured until the superstructure slab has been poured in the adjacent span.<br />
<br />
'''(G1.1.1)'''<br />
:All concrete above the upper construction joint in backwall shall be Class B-2.<br />
<br />
<br />
'''Abutments with Flared Wings'''<br />
<br />
'''(G1.2)'''<br />
:Longitudinal dimensions shown for bar spacing in the developed elevations are measured along front face of abutments.<br />
<br />
<br />
'''Stub Bents (G1.3 and G1.4) '''<br />
<br />
'''(G1.3)'''<br />
:<u>Barrier</u>, <u>parapets</u> <u>and</u> <u>end post</u> shall not be poured until the slab has been poured in the adjacent span.<br />
<br />
<br />
'''(G1.4) Use when embedded in rock or on a footing.'''<br />
:Rock shall be excavated to provide at least 6" of earth under the <u>beam and wings.</u><br />
<br />
<br />
'''End Bents with Turned-Back Wings (G1.5 and G1.6)'''<br />
<br />
'''(G1.5) Use for Non-Integral End Bents only.'''<br />
:Field bending shall be required when necessary at the wings for #<u> &nbsp; </u>-H<u> &nbsp; </u>&nbsp;bars in the backwalls for skewed structures and for #<u> &nbsp; </u>-F<u> &nbsp; </u>&nbsp;bars in the wings for the slope of the wing.<br />
<br />
'''(G1.6) Add to sheet showing the typical section thru wing detail.'''<br />
:For reinforcement of the barrier, see Sheet No. <u> &nbsp; &nbsp; </u> (1).<br />
<br />
::(1) Use sheet number of the details of the barrier at end bents.<br />
<br />
<br />
'''Integral End Bents (G1.7 thru G1.10)'''<br />
<br />
'''(G1.7) Place with part plan of end bent, second F bar required for skewed bents. '''<br />
:The #6-F___ <u>and #6-F &nbsp; </u> bars shall be bent in the field to clear <u>beams</u> <u>girders</u>. <br />
<div id="(G1.7.1) Use for skewed bents."></div><br />
<br />
'''(G1.7.1) Use for skewed bents. Place with plan of beam showing reinforcement and part plan of end bent, V bars not required with part plan of end bent. '''<br />
:The U bars <u>and pairs of V bars</u> shall be placed parallel to centerline of roadway.<br />
<br />
'''(G1.8) Place with part plan of end bent.'''<br />
:All concrete in the end bent above top of beam and below top of slab shall be Class B-2.<br />
<br />
'''P/S Structures (G1.9 and G1.9.1). place with part plan of end bent.'''<br />
<br />
'''(G1.9) '''<br />
:Strands at end of the <u>girders</u> <u>beams</u> shall be field bent or, if necessary, cut in field to maintain 1 1/2-inch minimum clearance to fill face of end bent.<br />
<div id="(G1.9.1)"></div><br />
'''(G1.9.1) Use appropriate girder sheet number. '''<br />
:For location of coil tie rods and #5-H__(strand tie bar), see Sheet No.___.<br />
<br />
'''(G1.10) Use for steel structures without steel diaphragms at end bents.'''<br />
:Concrete diaphragms at the integral end bents shall be poured a minimum of 12 hours before the slab is poured.<br />
<br />
<br />
'''Semi-Deep Abutments (G1.11 thru G1.13) Place near the ground line and piling in abutment detail. This detail and notes can be placed with abutment details or near the foundation table.'''<br />
<br />
'''(G1.11)'''<br />
:Earth within abutment shall not be above the ground line shown . Forms supporting the abutment slab may be left in place. <br />
<br />
<br />
'''(G1.12)'''<br />
:The maximum variation of the head of the pile and the battered face of the pile from the position shown shall be no more than 2 inches.<br />
<br />
<br />
'''(G1.13)'''<br />
:Exposed <u>steel piles</u> <u>steel pile shells</u> within the abutment shall be coated with a heavy coating of an approved bituminous paint.<br />
<br />
<div id="All Substructure Sheets with Anchor Bolts"></div><br />
<br />
'''All Substructure Sheets with Anchor Bolts'''<br />
<br />
'''(G1.15A)'''<br />
:Reinforcing steel shall be shifted to clear anchor bolt wells by at least 1/2".<br />
<br />
'''(G1.15B) Use unless only anchor bolt wells are preferred, i.e. uplift, congested reinforcement, etc. '''<br />
<br />
:Holes for anchor bolts may be drilled into the substructure. <br />
<br />
<br />
'''Beam/Girder Chairs (G1.16 thru G1.19). Notes G1.16 and G1.17 shall be placed near chair details. '''<br />
<div id="(G1.16)"></div><br />
'''(G1.16)'''<br />
:Cost of furnishing, fabricating and installing chairs will be considered completely covered by the contract unit price for <u>(a)</u>.<br />
<center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|+ <br />
! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |(a) <br />
|-<br />
|align="left" width="230"|Structures without steel beam or girder pay item ||align="left" width="230"|Fabricated Structural Carbon Steel (Misc.)<br />
|-<br />
|align="left"|Structures with steel beam or girder pay item|| align="left"|Use beam or girder pay item<br />
|}<br />
||<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|-<br />
|width="250" align="left"|When there is no steel beam or girder pay item, the miscellaneous steel for the chair is a substructure pay item and should also be included in the bent substructure quantity box<br />
|}<br />
|}<br />
<br />
</center><br />
'''(G1.17) Use for P/S structures and for steel structures when the chair material is not the pay item material. '''<br />
:Steel for chairs shall be ASTM A709 Grade 36.<br />
<br />
'''(G1.18) Use for structures with steel beam or girder pay items. Place below the substructure quantity box of all bents with chairs using the same pay item for (a) as used in Note G1.16. '''<br />
<br />
:The weight of <u> &nbsp;</u> pounds of chairs is included in the weight of (a). <br />
<br />
'''(G1.19) Place with the other bent notes. Second sentence is required when the chair details are located with other bent details. '''<br />
<br />
Reinforcing steel shall be shifted to clear chairs. <u>For details of chairs, see Sheet No. &nbsp; </u>. <br />
<br />
'''Pile Cap Bents. '''<br />
<br />
'''(G1.20) Place with plan showing reinforcement.'''<br />
:Reinforcing steel shall be shifted to clear piles. U bars shall clear piles by at least 1 1/2 inches. <br />
<br />
'''Vertical Drains at End Bents.''' <br />
<br />
'''(G1.25) Place with part plan of end bent. '''<br />
:For details of vertical drain at end bent, see Sheet No.___. <br />
<br />
'''Bridge Approach Slab. '''<br />
<br />
'''(G1.30) Place with part plan of end bent.'''<br />
:For details of bridge approach slab, see Sheet No.___.<br />
<br />
<br />
'''Miscellaneous'''<br />
<br />
'''(G1.40) Use the following note at all fixed intermediate bents on prestressed girder bridges with steps of 2" or more. Place with plan of beam.'''<br />
:For steps 2 inches or more, use 2 1/4 x 1/2 inch joint filler up vertical face.<br />
<br />
'''(G1.41a) Use the following note when vertical column steel is hooked into the bent beam for seismic category A.''' <br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G1.41b) Use the following note when vertical column steel is hooked into the bent beam for seismic category B, C or D. '''<br />
:The hooks of vertical bars embedded in the beam cap shall not be turned outward, away from the column core.<br />
<br />
'''(G1.42) Place the following note on plans when using Optional Section for Column-Web beam joints.'''<br />
:At the contractor's option, the details shown in optional Section __-__ may be used for column-web beam or tie beam at intermediate Bent No. <u>&nbsp;&nbsp;</u>. No additional payment will be made for this substitution.<br />
<br />
'''(G1.43) Place the following note on plans when you have adjoining twin bridges.'''<br />
:Preformed compression joint seal shall be in accordance with Sec 717. Payment will be considered completely covered by the contract unit price for other items included in the contract.<br />
<br />
'''(G1.44) Use with column closed circular stirrup/tie bar detail.''' <br />
:Minimum lap ____ (Stagger adjacent bar splices)<br />
<br />
'''(G1.45) Use when mechanical bar splices (MBS) are to be specified on the plans for column and drilled shaft vertical reinforcement.'''<br />
: When contractor uses MBS for <u>column</u> <u>and</u> <u>drilled shaft</u> vertical reinforcement, contractor shall increase diameter of stirrup bars and seismic bars (spiral/hoop) as needed at the MBS locations. No additional payment will be made for this adjustment. Stirrup bars and seismic bars shall not be shifted to create large gaps to avoid MBS.<br />
<br />
=== G2. Deadman Anchors ===<br />
<br />
'''(<math>\, *</math>) Size of rod.'''<br />
<br />
'''(G2.1)'''<br />
:Construction sequence:<br />
<br />
'''(G2.2)'''<br />
:Construct end bent with anchor tees in place.<br />
<br />
'''(G2.3)'''<br />
:Construct deadman with anchor tees in place.<br />
<br />
'''(G2.4)'''<br />
:Machine compact fill up to elevation of <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.5)'''<br />
:Install <u>(*)</u>"&oslash; rod, clevis and turnbuckle assembly.<br />
<br />
'''(G2.6)'''<br />
:Tighten turnbuckle until snug.<br />
<br />
'''(G2.7)'''<br />
:Hand compact fill for 12" (min.) over <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.8)'''<br />
:Machine compact remaining fill.<br />
<br />
'''(G2.9)'''<br />
:All anchor tees, rods, clevises, turnbuckles, etc. shall be fabricated from ASTM A709 Grade 36, ASTM A668 Class F or equivalent steel and galvanized in accordance with Sec 1081. Shop drawings will not be required. All concrete shall be Class B. All reinforcing steel shall be Grade 60.<br />
<br />
'''(G2.10)'''<br />
:All metal members of the anchorage system not embedded in concrete shall be cleaned and receive a heavy coating of an approved bituminous paint.<br />
<br />
'''(G2.11)'''<br />
:Fine aggregate shall be in accordance with Sec 1005 and shall be placed below and above the rod and turnbuckles.<br />
<br />
'''(G2.12)'''<br />
:Payment for all materials, excavation, backfill and any other incidental work necessary to complete the Deadman Anchorage Assembly will be considered completely covered by the contract unit price per each.<br />
<br />
'''(G2.13)'''<br />
:Note: Reinforcing steel lengths are based on nominal lengths, out to out.<br />
<br />
=== G3. Vertical Drain at End Bent (Notes for Bridge Standard Drawings)===<br />
<br />
'''(G3.0) '''<br />
:All drain pipe shall be sloped 1 to 2 percent.<br />
<br />
'''(G3.1)'''<br />
:Drain pipe may be either 6-inch diameter corrugated metallic-coated steel pipe underdrain, 4-inch diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4-inch diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
'''(G3.2)'''<br />
:Drain pipe shall be placed at fill face of end bent and inside face of wings. The pipe shall slope to lowest grade of ground line, also missing the lower beam of end bent by a minimum of 1 1/2 inches. <br />
<br />
'''(G3.3)'''<br />
:Perforated pipe shall be placed at fill face side and inside face of wings at the bottom of end bent and plain pipe shall be used where the vertical drain ends to the exit at ground line.<br />
<br />
=== G4. Substructure Quantity Table ===<br />
<br />
'''(G4.1) <font color="purple">[MS Cell]</font color="purple">''' Place substructure quantity table on right side of substructure bent sheet.<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Quantity<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
!colspan="3"|Items shown are for example only, use actual items and quantities for each bent.<br />
|}<br />
<br />
'''(G4.2)'''<br />
:These quantities are included in the estimated quantities table on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
'''Drilled Shafts'''<br />
<br />
'''(G4.3) '''<br />
:All reinforcement in drilled shafts and rock sockets is included in the substructure quantities.<br />
<br />
<br />
=== G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)===<br />
<br />
<br />
====G5a Closed Ended Cast-in Place (CECIP) Concrete Pile====<br />
<br />
'''(G5a1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5a2)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5a3)'''<br />
:Steel for closure plate shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a4)'''<br />
:Steel for cruciform pile point reinforcement shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a5)'''<br />
:Steel casting for conical pile point reinforcement shall be ASTM A148 Grade 90-60.<br />
<br />
'''(G5a6)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness. <br />
<br />
'''(G5a7)'''<br />
:Closure plate shall not project beyond the outside diameter of the pipe pile. Satisfactory weldments may be made by beveling tip end of pipe or by use of inside backing rings. In either case, proper gaps shall be used to obtain weld penetration full thickness of pipe. Payment for furnishing and installing closure plate will be considered completely covered by the contract unit price for Galvanized Cast-In-Place Concrete Piles.<br />
<br />
'''(G5a8)'''<br />
:Splices of pipe for cast-in-place concrete pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length.<br />
<br />
'''(G5a9a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5a9b) Use the following note for seismic category B, C or D '''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5a10)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5a11)''' <br />
:Closure plate need not be galvanized. <br />
<br />
'''(G5a12) '''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel. <br />
<br />
'''(G5a13) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents.'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5a14) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5a15)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
====G5b Open Ended Cast-in Place (OECIP) Concrete Pile====<br />
<br />
'''(G5b1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5b2)'''<br />
:Open ended pile shall be augered out to the minimum pile cleanout penetration elevation and filled with Class B-1 concrete.<br />
<br />
'''(G5b3)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5b4)'''<br />
:Steel casting for open ended cutting shoe pile point reinforcement shall be <u>ASTM A148 Grade 90-60</u>.<br />
<br />
'''(G5b5)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness.<br />
<br />
'''(G5b6)'''<br />
:Splices of pipe for cast-in-place pipe pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length. <br />
<br />
'''(G5b7a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5b7b) Use the following note for seismic category B, C or D'''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5b8)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5b9)'''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel.<br />
<br />
'''(G5b10) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5b11) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5b12)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
===G6. As-Built Pile and Drilled Shaft Data=== <br />
<br />
'''(G6.1) Include A, B and C with all pile types. Include D and E along with bracketed guidance when piles are being dynamic tested.''' <br />
<br />
:Indicate in remarks column:<br />
<br />
:A. Pile type and grade<br />
<br />
:B. Batter<br />
<br />
:C. Driven to practical refusal<br />
<br />
:D. PDA test pile<br />
<br />
:E. Minimum tip elevation controlled<br />
<br />
:(Use when actual blow count is less than PDA blow count due to minimum tip elevation requirement. A plus sign (+) shall be placed after the PDA nominal axial compressive resistance value indicating actual value is higher than PDA value.)<br />
<br />
'''(G6.2) Use this note when only drilled shafts are shown on the sheet. '''<br />
<br />
:Indicate remarks in the remarks column.<br />
<br />
'''(G6.3) '''<br />
<br />
:This sheet to be completed by MoDOT construction personnel.<br />
<br />
===G7. Steel HP Pile===<br />
<br />
'''(G7.1) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Splice Detail - Galvanized.'''<br />
:Galvanizing material shall be omitted or removed one inch clear of weld locations in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702].<br />
<br />
'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
<div id="(G7.4) (Use the following note"></div><br />
'''(G7.3) Use on all plans where HP piles are anticipated to be driven to refusal on rock at any depth.'''<br />
<br />
:HP piles are anticipated to be driven to refusal on rock. Review all borings for depth of rock and restrict driving as appropriate to comply with hard rock driving criteria in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702]. When pile refusal on rock occurs, as approved by the engineer, the minimum nominal axial compressive resistance is verified and no additional pile driving verification method is required.<br />
<br />
===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with Sec 701.<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
<br />
== H. Superstructure Notes ==<br />
<br />
<br />
=== H1. Steel ===<br />
<br />
'''Plate Girders - (Shop welding)'''<br />
<br />
'''(H1.1) To be used only with the permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop flange splice by extending the heavier flange plate and providing approved modifications of details at field flange splices and elsewhere as required. All cost of any required design, plan revisions or re-checking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on Design Plans.<br />
<br />
<br />
'''Welded Shop Splices'''<br />
<br />
'''(H1.1.1) Place near Welded Shop Splice Details.'''<br />
:Welded shop web and flange splices may be permitted when detailed on the shop drawings and approved by the engineer. No additional payment will be made for optional welded shop web and flange splices.<br />
<div id="(H1.2)"></div><br />
'''(H1.2) Use for the welded connection of intermediate web stiffener to compression flange. Use for the welded connection of intermediate diaphragm connection plate to compression flange when bolted connection detail is used for tension flange.'''<br />
:(3) Weld to compression flange as located on Elevation of Girder. <br />
<br />
<div id="(H1.3) Add to note (H1.2)"></div><br />
<br />
'''(H1.3) Add to note (H1.2), only when girders are built up with A514 or A517 steel flanges. Caution: Using this note means that these structural steels are already on the system. Any new construction using these structural steels requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.'''<br />
<br />
:Intermediate web stiffeners shall not be welded to plates of A514 or A517 steel.<br />
<br />
<br />
'''Plate Girders with Camber'''<br />
<br />
'''(H1.4) Place near the elevation of girder.'''<br />
:Plate girders shall be fabricated to be in accordance with the camber diagram shown on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Detail Camber Diagram with note (H1.5), Dead Load Deflection Diagram with notes (H1.6) and (H1.6.1), and Theoretical Slab Haunch with note (H1.7).'''<br />
<br />
'''(H1.5)'''<br />
:Camber includes allowance for <u>vertical curve,</u> <u>superelevation transition,</u> <u>and for</u> dead load deflection due to concrete slab, barrier, <u>asphalt,</u> <u>concrete wearing surface</u> and structural steel.<br />
<br />
'''(H1.6)'''<br />
:<u>&nbsp;&nbsp;</u>% of dead load deflection is due to the weight of structural steel.<br />
<br />
'''(H1.6.1)'''<br />
:Dead load deflection includes weight of structural steel, concrete slab, and barrier.<br />
<br />
<br />
'''(H1.7)'''<br />
:'''*''' Dimension (bottom of slab to top of web) may vary if the girder camber after erection differs from plan camber by more or less than the % of Dead Load Deflection due to weight of structural steel. No payment will be made for any adjustment in forming or additional concrete required for variation in haunching.<br />
<br />
'''Note:''' Increase the haunch by 1/2"&plusmn; more than what is required to make one size shear connector work for both the CIP and the SIP options.<br />
<br />
<br />
'''Bolted Field Splices for Plate Girders and Wide Flange Beams use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel.'''<br />
<br />
'''Place the following notes near detail of bolted field splice:'''<br />
<div id="(H1.8) Include underline"></div><br />
'''(H1.8) Include underline portion for Class C or D faying surfaces. Class B is standard and included in Spec Book 1081.10.3.10.1.'''<br />
<br />
:Contact surfaces shall be in accordance with Sec 1081 for surface preparation. <u>The surface condition factor shall be for Class</u> <u>C</u> <u>D</u> <u>with coefficient of</u> <u>0.30.</u> <u>0.45.</u><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' MoDOT typically uses Class B.<br />
|-<br />
|width="150" valign="top"|Class A Surface: ||Unpainted clean mill scale, and blast-cleaned surfaces with Class A coatings. Surface condition factor = 0.30 (Not used by MoDOT)<br />
|-<br />
|valign="top"|Class B Surface: ||Unpainted blast-cleaned surfaces to SSPC-SP 6 or better, and blast-cleaned surfaces with Class B coatings (inorganic zinc primer), or unsealed pure zinc or 85/15 zinc/aluminum thermal-sprayed coatings with a thickness less than or equal to 16 mils. Surface condition factor = 0.50<br />
|-<br />
|valign="top"|Class C Surface: ||Hot-dip galvanized surfaces. Surface condition factor = 0.30<br />
|-<br />
|valign="top"|Class D Surface:||Blast-cleaned surfaces with Class D coatings (organic zinc-rich primer). Surface condition factor = 0.45<br />
|}<br />
<br />
'''(H1.8.1) ASTM F3148 Grade 144 bolts may be specified by design or directly substituted for a design with A325 bolts. Consult SPM or SLE before using F3148 bolts.'''<br />
:Bolts shall be 7/8-inch diameter ASTM <u>F3125 Grade A325</u> <u>F3148 Grade 144</u> <u>Type 1</u> <u>Type 3</u> in 15/16-inch diameter holes.<br />
<br />
<br />
'''Structures without Longitudinal Section'''<br />
<br />
'''(H1.9) Place just above slab at part section near end diaphragm and draw an arrow to the top of diaphragm.'''<br />
:Haunch slab to bear.<br />
<br />
<br />
'''Top of End Bent Backwall (Without expansion device)'''<br />
<br />
'''(H1.10)'''<br />
:Two layers of 30-lb roofing felt.<br />
<br />
<br />
'''Section thru Spans'''<br />
<br />
'''(H1.11) Place on the slab sheet when applicable.'''<br />
:For details of <u>barrier</u> <u>parapet</u> <u>median bridge rail</u> not shown, see Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Web Stiffeners'''<br />
<br />
'''(H1.12)'''<br />
:Whenever longitudinal stiffeners interfere with bolting the <u>diaphragms</u> <u>cross frames</u> in place, clip stiffeners.<br />
<br />
'''(H1.13)'''<br />
:Longitudinal web stiffeners shall be placed on the outside of exterior girders and on the side opposite of the transverse web stiffener plates for interior girders.<br />
<br />
'''(H1.14)'''<br />
:Transverse web stiffeners shall be located as shown in the plan of structural steel.<br />
<br />
'''(H1.15)'''<br />
:Intermediate web stiffener plate and diaphragm spacing may vary from plan dimensions by a maximum of 3" for diaphragm to connect to the intermediate web stiffener plate.<br />
<br />
<br />
'''Wide Flange Beams - (Shop Welding)'''<br />
<br />
'''(H1.16) To be used only with permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop splice by extending the heavier beam and providing an approved modification of details at the field splices. All costs of any required redesign, plan revisions or rechecking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on the design plans.<br />
<br />
<br />
'''Shear Connectors'''<br />
<br />
'''(H1.17) Use only when "Fabricated Structural …Steel… " is included as a pay item.'''<br />
:Weight of <u>&nbsp;&nbsp;&nbsp;</u> pounds of shear connectors is included in the weight of Fabricated Structural <u>&nbsp;&nbsp;&nbsp;</u> Steel.<br />
<br />
'''(H1.18)'''<br />
:Shear connectors shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 712, 1037 and 1080].<br />
<br />
<br />
'''Notch Toughness for Wide Flange Beams (Do not use the following notes if member is labeled as fracture critical.)<br />
:(Place an ∗ with all the beam sizes indicated on the "Plan of Structural Steel".)<br />
:(Place the following note near the "Plan of Structural Steel".)'''<br />
<br />
'''(H1.19)'''<br />
:∗ Notch toughness is required for all wide flange beams.<br />
<br />
<br />
'''(Place an ∗ with the flange plate, pin plate or hanger bar size indicated on the "Detail of Flange Plates, Pin Plate Connection or Hanger Connection".)''' <br />
<br />
'''(H1.20)'''<br />
:∗ Notch toughness is required for all <u>welded flange plates</u> <u>pin plates</u> <u>hanger bars</u>.<br />
<br />
<br />
'''Notch Toughness for Plate Girders (Do not use the following notes if member is labeled as fracture critical.)<br />
:'''(Place the following note on the sheet with the Elevation of Girder.)'''<br />
:'''(See [[751.5 Structural Detailing Guidelines#751.5.9.3.2 Notch Toughness|Plate Girder Example]] for typical examples for the location of ∗ ∗ ∗ on details for plate girders.)'''<br />
<br />
'''(H1.21)'''<br />
:∗ ∗ ∗ Indicates flange plates subject to notch toughness requirements.<br />
:All web plates shall be subject to notch toughness requirements.<br />
<br />
'''(H1.21.1)'''<br />
:The flange and web splice plates shall be subject to notch toughness requirements, when notch toughness is required for flanges on both sides of splice.<br />
<br />
<br />
'''(Place ∗ ∗ ∗ near the size of flange splice plates, pin plates or hanger bars and the following note near the detail of flange splice, pin plate connection or hanger connection.) '''<br />
<br />
'''(H1.22)'''<br />
:∗ ∗ ∗ Indicates <u>flange splice plates</u> <u>pin plates</u> <u>hanger bars</u> subject to notch toughness requirements.<br />
<br />
<div id="(H1.23)"></div><br />
'''(H1.23) Structural Steel for Wide Flange Beams and Plate Girder Structures'''<br />
<br />
'''(H1.23a)'''<br />
:Fabricated structural steel shall be ASTM A709 Grade <u>36</u> <u>50</u>, except as noted.<br />
<br />
'''(H1.23b) Use the following note on all structures that contain non-redundant Fracture Critical Members (FCM).'''<br />
Label FCM members in the details, and place the following note nearby. Notes H1.19 through H1.22 are not required when the member is labeled as fracture critical.<br />
<br />
:FCM indicates Fracture Critical Member, see [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''Tangent Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel and Elevation of Beams or Girders'''<br />
<br />
'''(H1.24)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Oversized Holes for Intermediate Diaphragms'''<br />
<br />
'''Place the following note near the intermediate diaphragm detail on all tangent wide flange and plate girder structures.'''<br />
<br />
'''(H1.26)'''<br />
:At the contractor's option, holes in the diaphragm plate of non slab bearing diaphragms may be made 3/16" larger than the nominal diameter of the bolt. A hardened washer shall be used under the bolt head and nut when this option is used. Holes in the girder diaphragm connection plate or transverse web stiffener shall be standard size.<br />
<br />
<br />
'''Slab drain attachment holes'''<br />
<br />
'''Place the following note near the Elevation of Girder detail for plate girders or near the plan view for Wide Flange Beams when Slab Drains are used.'''<br />
<br />
'''(H1.27)'''<br />
:For location of slab drain attachment holes, see slab drain details sheet.<br />
<br />
<br />
'''Tangent Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''Dimensions given in plan should be identical to horizontal dimensions detailed in Part-Longitudinal Sections or blocking diagram.'''<br />
<br />
'''(H1.28)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.29)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.31)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Elevation of Beams or Girders'''<br />
<br />
'''(H1.32)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)''' <br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.36)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.37)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Structures on Vertical Curve'''<br />
<br />
'''(H1.39)'''<br />
:Elevations shown are at top of web before dead load deflection.<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange'''<br />
<br />
'''(H1.40) Use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Bolts shall be 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> that connect the 6 x 6 x 3/8 angle to the top flange and placed so the nut is on the inside of flange toward the web. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied. <br />
|}<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange for Structures on Vertical Curve'''<br />
<br />
'''(H1.40.1)'''<br />
:The 6 x 6 x 3/8 angle legs shall be adjusted to the variable angle between bearing stiffener and top flange created by girder tilt due to grade requirements.<br />
<br />
<br />
'''(H1.42) Place the following note near the Plan of Structural Steel for all new bridges with staged construction or bridge widening projects. '''<br />
:Bolts for intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be installed snug tight, then tightened after both adjacent slab pours are completed.<br />
<br />
'''(H1.43) Place the following note on the staging sheet for all bridge redecking projects with staged construction.'''<br />
:Existing <u>bolts</u> <u>rivets</u> on intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be removed and replaced with new in kind high strength bolts installed snug tight and in accordance with Sec 712. The high strength bolts shall be tightened after both adjacent slab pours are completed. Cost will be considered incidental to other pay items.<br />
<br />
'''(H1.45) Place near Detail B and Optional Detail B with cross frame diaphragms. '''<br />
:'''*''' At the contractor's option, rectangular fill plates may be used in lieu of diamond fill plates as shown in Optional Detail B.<br />
<br />
'''Haunching (Use for wide flange deck replacements.) '''<br />
<br />
'''(H1.51)'''<br />
:Slab is to be considered at a uniform thickness as shown on the plans. Haunching will vary. See front sheet for slab thickness.<br />
<br />
'''(H1.53) Drip angles''' (Notes for Bridge Standard Drawings)<br />
:'''(H1.53a)''' Drip angles shall be caulked with dark brown caulking against flange, web and fillet welds.<br />
:'''(H1.53b)''' Drip angles shall be same grade as bottom flange.<br />
:'''(H1.53c)''' Use 1/2-inch diameter ASTM F3125 Grade A325 Type 3 for bolted connection.<br />
<br />
=== H2. Concrete ===<br />
<br />
<br />
==== H2a. Continuous Slab ====<br />
<br />
'''(H2a.1) Use for voided slabs'''<br />
:Tubes for producing voids shall have an outside diameter of [[Image:751.50 circled 1.gif]] and shall be anchored at not more than [[Image:751.50 circled 2.gif]] centers. Fiber tubes shall have a wall thickness of not less than [[Image:751.50 circled 3.gif]].<br />
<br />
<br />
(*) See the following table for [[Image:751.50 circled 1.gif]], [[Image:751.50 circled 2.gif]], & [[Image:751.50 circled 3.gif]].<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|+(Do not show this table on plans)<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Voids<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 1.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 2.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|[[Image:751.50 circled 3.gif]]<br />
|-<br />
|width="75pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|7"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|7.0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|8.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|9"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|9.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|10"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|10.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|11"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|11.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|12"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|12.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|14"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|14.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.250"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|15 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|15.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|16 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|16.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|18 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-6"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|20 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|20.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|21 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|22 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|22.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"|24 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|24.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|}<br />
<br />
==== H2b. Prestressed Panels (Notes for Bridge Standard Drawings)====<br />
<br />
'''H2b1. Notes for both Concrete and Steel Spans '''<br />
<br />
'''(H2b1.1)'''<br />
:Concrete for prestressed panels shall be Class A-1 with f'<sub>c</sub> = 6,000 psi, f'<sub>ci</sub> = 4,000 psi.<br />
<br />
'''(H2b1.2)'''<br />
:The top surface of all panels shall receive a scored finish with a depth of scoring of 1/8" perpendicular to the prestressing strands in the panels.<br />
<br />
'''(H2b1.3)'''<br />
:Prestressing tendons shall be high-tensile strength uncoated seven-wire, low-relaxation strands for prestressed concrete in accordance with AASHTO M 203 Grade 270, with nominal diameter of strand = 3/8" and nominal area = 0.085 sq. in. and minimum ultimate strength = 22.95 kips (270 ksi). Larger strands may be used with the same spacing and initial tension.<br />
<br />
'''(H2b1.4)'''<br />
:Initial prestressing force = 17.2 kips/strand.<br />
<br />
'''(H2b1.5)'''<br />
:The method and sequence of releasing the strands shall be shown on the shop drawings.<br />
<br />
'''(H2b1.6)'''<br />
:Suitable anchorage devices for lifting panels may be cast in panels, provided the devices are shown on the shop drawings and approved by the engineer. Panel lengths shall be determined by the contractor and shown on the shop drawings.<br />
<br />
'''(H2b1.7)'''<br />
:When squared end panels are used at skewed bents, the skewed portion shall be cast full depth. No separate payment will be made for additional concrete and reinforcing required.<br />
<br />
'''(H2b1.8) References the P3 bars shown in the Plans of Panels. '''<br />
:Use #3-P3 bars if panel is skewed 45&deg; or greater.<br />
<br />
'''(H2b1.9)'''<br />
:All reinforcement other than prestressing strands shall be epoxy coated.<br />
<br />
'''(H2b1.10) References the panel extension into the diaphragms shown in the Plan of Panels Placement. '''<br />
:End panels shall be dimensioned 1/2" min. to 1 1/2" max. from the inside face of diaphragm.<br />
<br />
'''(H2b1.11) References the S-bars shown in the Plan of Panels Placement. '''<br />
:S-bars shown are bottom steel in slab between panels and used with squared and truncated end panels only.<br />
<br />
'''(H2b1.12)'''<br />
:Cost of S-bars will be considered completely covered by the contract unit price for the slab.<br />
<br />
'''(H2b1.13)'''<br />
:S-bars are not listed in the bill of reinforcing.<br />
<br />
'''(H2b1.14) Place as fifth note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be glued to the <u>girder</u> <u>beam</u>. When thickness exceeds 1 1/2 inches, the joint filler shall be glued top and bottom. The glue used shall be the type recommended by the joint filler manufacturer.<br />
<br />
'''(H2b1.15)'''<br />
:Precast panels may be in contact with stirrup reinforcing in diaphragms.<br />
<br />
'''(H2b1.16) References the transverse S-bars extension into integral end bents shown in the Plan of Panels Placement. '''<br />
:Extend S-Bars 18 inches beyond the front face of end bents and int. bents for squared and truncated end panels only.<br />
<br />
'''(H2b1.17) References the 3/8-inch diameter strands shown in the Plans of Panels. '''<br />
:Any strand 2'-0" or shorter shall have a #4 reinforcing bar on each side of it, centered between strands. Strands 2'-0" or shorter may then be debonded at the fabricator's option.<br />
<br />
'''(H2b1.18)'''<br />
:Support from diaphragm forms is required under the optional skewed end until cast-in-place concrete has reached 3,000 psi compressive strength.<br />
<br />
'''(H2b1.19) Place under the Bending Diagram for U1 Bar. '''<br />
:U1 Bars may be oriented at right angles to location and spacing shown. U1 Bars shall be placed between P1 Bars. <br />
<br />
'''(H2b1.20) Place as last note under Joint Filler heading in the General Notes. '''<br />
:Edges of panels shall be uniformly seated on the joint filler before slab reinforcement is placed.<br />
<br />
'''(H2b1.21)'''<br />
:Prestressed panels shall be brought to saturated surface-dry (SSD) condition just prior to the deck pour. There shall be no free standing water on the panels or in the area to be cast.<br />
<br />
'''(H2b1.22)''' <br />
:The prestressed panel quantities are not included in the table of estimated quantities for the slab.<br />
<br />
'''(H2b1.23) References the transverse S-bars extension beyond the edge of girder or beam shown in the Plan of Panels Placement.''' <br />
:Extend S-bars 9 inches beyond edge of <u>girder</u> <u>beam (Typ.)</u>.<br />
<br />
'''(H2b1.24) References the panel overhang shown in Section A-A. '''<br />
:Contractor shall ensure proper consolidation under and between panels.<br />
<br />
'''(H2b1.25) Place as first note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be preformed fiber expansion joint material in accordance with Sec 1057 or expanded or extruded polystyrene bedding material in accordance with Sec 1073.<br />
<br />
'''(H2b1.26) References the #3-P1 bars in the squared and truncated end panels only shown in the Plans of Squared Panel and Optional Truncated End Panel.'''<br />
:For end panels only, P1 bars shall be 2’-0” in length and embedded 12”. P1 bars will not be required for panels at squared integral end bents. <br />
<br />
'''(H2b1.27) References the four #3-P2 bars required below the strands shown in the plans of panels and the section thru the panel. '''<br />
: #3-P2 bars near edge of panel at bottom (under strands).<br />
<br />
'''(H2b1.28) References the bottom transverse slab bars shown in the section near the expansion gap. Not required if there is not an expansion gap on the bridge. '''<br />
:S-bars shown are used with skewed end panels, or squared end panels of squared structures only. The #5 S-bars shall extend the width of slab (2'-6" lap if necessary) or to within 3 inches of expansion device assemblies.<br />
<br />
'''(H2b1.29) References #3-P1 bars required at expansion gaps shown in the Plan of Optional Skewed End Panel. Not required if there is not an expansion gap on the bridge. '''<br />
:P1 bars not required for integral bents.<br />
<br />
'''(H2b1.30) References the min. steel reinforcement for openings in slab created by truncated end panels.'''<br />
:For truncated end panels, use a min. of #5-S bars at 6” crossings in openings, or min. 4x4-W7xW7.<br />
<br />
<br />
'''H2b2. Additional Notes for Panels on Concrete Spans'''<br />
<br />
'''(H2b2.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material may be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances.<br />
<br />
'''(H2b2.6) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of preformed fiber expansion joint material shall be used under any one edge of any panel except at locations where top flange thickness may be stepped. The maximum change in thickness between adjacent panels shall be 1/2 inch. The polystyrene bedding material may be cut with a transition to match haunch height above top of flange.<br />
<br />
'''(H2b2.7) References the top flange thickness shown in Section A-A. '''<br />
:At the contractor's option, the variation in slab thickness over prestressed panels may be eliminated or reduced by increasing and varying the <u>girder</u> <u>beam</u> top flange thickness. Dimensions shall be shown on the shop drawings.<br />
<br />
'''(H2b2.8) References the slab thickness above the panel shown in Section A-A. '''<br />
:Slab thickness over prestressed panels varies due to <u>girder</u> <u>beam</u> camber. In order to maintain minimum slab thickness, it may be necessary to raise the grade uniformly throughout the structure. No payment will be made for additional labor or materials required for necessary grade adjustment.<br />
<br />
'''(H2b2.10) Place as second note under Joint Filler heading in the General Notes. '''<br />
:Use Slab Haunching Diagram on Sheet No. __ for determining thickness of joint filler within the limits noted in the table of Joint Filler Dimensions. <br />
<br />
<br />
'''H2b3. Additional Notes for Panels on Steel Spans'''<br />
<br />
'''(H2b3.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material shall be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances. <br />
<br />
'''(H2b3.2) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of material shall be used under any one edge of any panel except at splices, and the maximum change in thickness between adjacent panels shall be 1/4 inch to correct for variations from <u>Girder</u> <u>Beam</u> Camber Diagram. The polystyrene bedding material may be cut to match haunch height above top of flange.<br />
<br />
'''(H2b3.3) References the slab thickness above the panel shown in Section A-A. '''<br />
:Adjustment in the slab thickness, joint filler, or grade will be necessary if the <u>girder</u> <u>beam</u> camber after erection differs from plan camber by more than the % of dead load deflection due to the weight of structural steel. No payment will be made for additional labor or materials for the adjustment.<br />
<br />
'''(H2b3.5) Place as second note under Joint Filler heading in the General Notes. '''<br />
:The thickness of the joint filler shall be adjusted to achieve the slab haunching dimension found on Sheet No. __. These adjustments shall be within the limits noted in the table of Joint Filler Dimensions.<br />
<br />
==== H2c. Prestressed Girders and Beams====<br />
<br />
'''H2c1. Notes for all Girders and Beams. Place in general notes unless otherwise specified. ''' <br />
<br />
'''(H2c1.1)'''<br />
:Concrete for prestressed <u>girders</u> <u>beams</u> shall be Class A-1 with f'<sub>c</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi and f'<sub>ci</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi.<br />
<div id="(H2c1.3)"></div><br />
'''(H2c1.3)'''<br />
:Use ___ strands, <u>1/2</u> <u>0.6</u>"ø Grade 270, with an initial prestress force of <u>&nbsp;&nbsp;&nbsp;</u> kips.<br />
<br />
'''(H2c1.4) '''<br />
:Pretensioned members shall be in accordance with Sec 1029.<br />
<br />
'''(H2c1.5) '''<br />
:Fabricator shall be responsible for location and design of lifting devices. <br />
<div id="(H2c1.7)"></div><br />
'''(H2c1.7) All girders and beams except double-tee girders. Top flange blockout for multiple span NU girders only. Application of bond breaker for prestressed panel decks on NU girders and spread beams only.'''<br />
:Exterior and interior <u>girders</u> <u>beams</u> are the same except: coil ties, <u>top flange blockout,</u> <u>application of bond breaker,</u> <u>coil inserts for slab drains,</u> <u>holes for steel intermediate diaphragms</u>.<br />
<br />
'''(H2c1.9) Use when the camber diagram is placed on another sheet. '''<br />
:For <u>Girder</u> <u>Beam</u> Camber Diagram, see Sheet No. __. <br />
<br />
<div id="(H2c1.10)"></div><br />
'''(H2c1.10) Use when steel intermediate diaphragms are present.'''<br />
:The 1 1/2"ø holes shall be cast in the web for steel intermediate diaphragms. Drilling is not allowed. For location of holes and details of steel intermediate diaphragms, see Sheet No. __.<br />
<br />
'''(H2c1.15) Use when slab drains are present. Use <u>drain blockouts</u> for double-tee girders, otherwise use <u>coil inserts at slab drains</u>. '''<br />
:For location of <u>coil inserts at slab drains</u> <u>drain blockouts</u>, see Sheet No. __. <br />
<br />
'''(H2c1.25) Place near vent hole details for stream crossings only for girder structures. Use <u>(one end only)</u> for flat grades otherwise use <u>upgrade</u>. '''<br />
:Place vent holes at or near <u>upgrade</u> 1/3 point of girders <u>(one end only)</u> and clear reinforcing steel and strands by 1 1/2" minimum <u>and steel intermediate diaphragms bolt connection by 6" minimum</u>. <br />
<br />
<div id="(H2c1.38)"></div><br />
'''(H2c1.38) '''<br />
:For location of coil ties at <u>concrete diaphragms</u> <u>and integral bents</u>, see Sheet<u>s</u> No. __<u>and</u> __. <br />
<br />
'''(H2c1.44) Place near strand arrangement detail when strands are debonded (primarily with beams).'''<br />
:All strands are fully bonded unless otherwise noted.<br />
<br />
'''(H2c1.46) Place near strands at girder or beam ends detail with non-integral bents. Adjust the details accordingly. '''<br />
:Prestressing strands at End Bents No. __ and __ <u>and Intermediate</u> <u>Bents</u> No. __ and __ shall be trimmed to within 1/8 inch of concrete if exposed, or 1 inch of concrete if encased. Exposed ends of girders shall be given 2 coats of an asphalt paint. Ends of girders which will be encased in concrete diaphragms shall not be painted. <br />
<br />
<br />
'''H2c2. Additional NU-Girder Notes. Place with H2c1 general notes.''' <br />
<br />
<div id="(H2c2.2)"></div><br />
'''(H2c2.2) Use for NU 35 and NU 43 only '''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the girders during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not drill holes in the girders. <br />
<br />
'''(H2c2.3) '''<br />
:Alternate bar reinforcing steel details are provided and may be used. The same type of reinforcing steel shall be used for all girders in all spans. <br />
<br />
<div id="(H2c2.10)"></div><br />
<br />
'''H2c3. Additional Double-Tee Girder Notes. Place with H2c1 general notes. '''<br />
<br />
'''(H2c3.1) '''<br />
:Girders shall be handled and erected into position in a manner that will not impair the strength of the girder. <br />
<br />
'''(H2c3.2) '''<br />
:The vertical face of the exterior girder that will be in contact with the slab shall be roughened by sand blasting, or other approved methods, to provide suitable bond between girder and slab. <br />
<br />
'''(H2c3.3) '''<br />
:All exposed edges of concrete shall have a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H2c3.4) '''<br />
:Payment for edge block will be considered completely covered by the contract unit price for the double-tee girders. <br />
<br />
'''(H2c3.5) '''<br />
:Provide lifting loops in each end of double-tee girder, located near center of stem, 2 feet from each end. <br />
<br />
'''(H2c3.6) '''<br />
:Adequate reinforcing other than the specified welded wire fabric may be used with the approval of the engineer. <br />
<br />
'''Use notes H2c3.10 and H2c3.11 when a thrie beam bridge rail is used. '''<br />
<br />
'''(H2c3.10) '''<br />
:See slab sheet for spacing of rail posts. <br />
<br />
'''(H2c3.11) '''<br />
:See thrie beam rail sheet for details of bolt spacing at rail posts and anchor bolt lengths. <br />
<br />
<div id="H2c4. Additional Prestressed Concrete Box Beam Notes"></div><br />
<br />
'''H2c4. Blank'''<br />
<br />
<br />
'''H2c5. Blank '''<br />
<br />
<br />
'''H2c6. Camber Diagram & Slab Haunching or Slab Thickness Diagram '''<br />
<div id="(H2c6.1)"></div><br />
<br />
'''(H2c6.1) Place with camber diagram '''<font color="purple">[MS Cell]</font color="purple">''' for all girders and beams. '''<br />
:Conversion factors for <u>girder</u> <u>beam</u> camber (Estimated at 90 days): <br />
<br />
:'''Use with spans 75' and greater in length. '''<br />
:0.1 pt. = 0.314 x 0.5 pt. <br />
:0.2 pt. = 0.593 x 0.5 pt. <br />
:0.3 pt. = 0.813 x 0.5 pt. <br />
:0.4 pt. = 0.952 x 0.5 pt. <br />
<br />
:'''Use with spans less than 75' in length. '''<br />
:0.25 pt. = 0.7125 x 0.5 pt. <br />
<div id="Place notes H2c6.10 thru H2c6.14"></div><br />
'''Place notes H2c6.10 thru H2c6.14 with slab haunching diagram '''<font color="purple">[MS Cell]</font color="purple">''' (slab thickness diagram '''<font color="purple">[MS Cell]</font color="purple">''' for double-tee girders and adjacent beams). '''<br />
<br />
'''(H2c6.10) Omit underlined haunch segments for double-tee girders and adjacent beams. The minimum embedment sentence is not applicable for Box Beams. Omit hairpin bar when not used on the plan details.'''<br />
:If <u>girder</u> <u>beam</u> camber is different from that shown in the camber diagram, in order to maintain minimum slab thickness, <u>an adjustment of the slab haunches,</u> an increase in slab thickness or a raise in grade uniformly throughout the structure shall be necessary. <u>The haunch shall be limited to ensure the projecting girder reinforcement</u> <u>or hairpin bar</u> <u>is embedded into slab at least 2 inches.</u> No payment will be made for additional labor or materials required for variation in <u>haunching,</u> slab thickness or grade adjustment. <br />
<br />
'''(H2c6.11) Omit “haunches” for double-tee girders and adjacent beams. '''<br />
:Concrete in the slab <u>haunches</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>. <br />
<br />
'''(H2c6.13) Use only for double-tee girders and adjacent beams. Underline part only required when the slab thickness within parabolic crown is less than the minimum slab thickness. A = minimum slab thickness. B = slab thickness at crown centerline. '''<br />
:The slab is to be built parallel to grade and to a minimum thickness of '''''A''''' <u>(Except varies from '''''A''''' to '''''B''''' within parabolic crown)</u>. <br />
<br />
'''(H2c6.14) Use only if the camber diagram is located on the girder or beam sheet. '''<br />
:See <u>girder</u> <u>beam</u> sheet for <u>girder</u> <u>beam</u> camber diagram. <br />
<br />
<br />
'''H2c7. Steel Intermediate Diaphragms ''' <br />
<br />
'''(H2c7.1) For the location of (*), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(*) In lieu of 2 1/2" outside diameter washers, contractor may substitute a 3/16" (Min. thickness) plate with four 15/16"ø holes and one hardened washer per bolt. <br />
<br />
'''(H2c7.2) For the location of (**), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(**) Bolts shall be tightened to provide a tension of one-half that specified in Sec 712 for high strength bolt installation. ASTM F3125 Grade A325 Type 1 bolts may be substituted for and installed in accordance with the requirements for the specified A307 bolts. <br />
<br />
'''(H2c7.3) '''<br />
:All diaphragm materials including bolts, nuts, and washers shall be galvanized. <br />
<br />
'''(H2c7.4) '''<br />
:Fabricated structural steel shall be ASTM A709 Grade 36 except as noted. <br />
<br />
'''(H2c7.5) '''<br />
:Payment for furnishing and installing steel intermediate diaphragms will be considered completely covered by the contract unit price for Steel Intermediate Diaphragm for P/S Concrete Girders. <br />
<br />
'''(H2c7.6) '''<br />
:Shop drawings will not be required for steel intermediate diaphragms and angle connections. <br />
<br />
<br />
'''H2c8. Concrete Diaphragms at Intermediate Bents '''<br />
<br />
'''(H2c8.1) Place near diaphragm details for all girders and beams except for double-tee girders at the following grades: 16” > 5%, 22” > 4% and 30” > 3%. '''<br />
:Diaphragms at intermediate bents shall be built vertical.<br />
<br />
=== H3. Bearings ===<br />
<br />
<br />
==== H3a. Type C & D ====<br />
<br />
'''The following notes apply to Type C Bearings.'''<br />
<br />
'''(H3.1)'''<br />
:Anchor bolts for Type C bearings shall be 1"ø ASTM F1554 Grade 55 swedged bolts, with no heads or nuts and shall extend 10" into the concrete. Swedging shall be 1" less than the extension into the concrete. Anchor bolts shall be set in the drilling holes or in the anchor bolt wells and grouted prior to the erection of steel. The top of anchor bolts shall be set approximately 1/4" below the top of bearing. <br />
<br />
'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.3)'''<br />
:Weight of the anchor bolts for the bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.4) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.5)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following notes apply to Type D Bearings.'''<br />
<br />
'''(H3.6)'''<br />
:Anchor bolts for Type D bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329. <br />
<br />
'''(H3.8)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.9) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.10)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type D Bearings Modified.'''<br />
<br />
'''(H3.11)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3b. Type E ====<br />
<br />
'''The following notes apply to Type E Bearings.'''<br />
<br />
'''(H3.15)'''<br />
:Anchor bolts for Type E bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.17)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.18) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.20)'''<br />
:A lubricant coating shall be applied in the shop to both mating surfaces of the bearing assembly. The lubricant, method of cleaning, and application shall meet the requirements of MIL-L-23398 and MIL-L-46147. The coated areas shall be protected for shipping and erection.<br />
<br />
'''(H3.21)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type E Bearings Modified.'''<br />
<br />
'''(H3.22)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3c. Type N PTFE ====<br />
<br />
'''(H3.24)''' <br />
:Design coefficient of friction equals _____.<br />
<br />
'''(H3.24.1)'''<br />
:The PTFE surface shall be <u>flat</u> <u>dimpled</u>.<br />
<br />
'''(H3.24.2) Use for Dimpled PTFE only'''<br />
:The depth of the dimples shall be at least 0.08 inch but less than one-half the PTFE thickness and the diameter shall be no more than 0.32 inch. Dimples shall be uniformly distributed and cover greater than 20% but less than 30% of the entire PTFE surface area. Dimples shall not be placed to intersect the edge of the PTFE surface.<br />
<br />
'''(H3.24.3) Use for Dimpled PTFE only''' <br />
:Dimpled PTFE surfaces shall be lubricated with silicone grease meeting the Society of Automotive Engineers Specification SAE-AS8660.<br />
<br />
'''(H3.25) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.27)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.28)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
<br />
'''Use the following note when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized.'''<br />
<br />
'''(H3.29) Use grade per Design Comps.'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating.<br />
<br />
<div id="Use the following note when ASTM A709 Grade 50W steel"></div><br />
'''Use the following note when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
<div id="(H3.29.1)"></div><br />
'''(H3.29.1)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material. <br />
<div id="(H3.29.2)"></div><br />
'''Use the following note when steel superstructure is galvanized. '''<br />
<br />
'''(H3.29.2)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. The stainless steel plate shall be protected from galvanizing. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.30)'''<br />
:Type N PTFE Bearings shall be in accordance with Sec 716.<br />
<br />
'''(H3.31)'''<br />
:PTFE surface shall be fabricated as a single piece. Splicing will not be permitted. <br />
<br />
'''(H3.32)'''<br />
:Stopper plates <u>and straps</u> shall be provided to prevent loss of support due to creeping of PTFE bearings. Payment for fabricating and installing the stopper plates <u>and straps</u> will be considered completely covered by the contract unit price for Type N PTFE Bearing.<br />
<br />
'''(H3.33)'''<br />
:The bottom face of the 1/8" stainless steel plate that is welded to the sole plate shall be lubricated with a lubricant that is approved by the bearing manufacturer.<br />
<br />
==== H3d. Laminated Neoprene Pad Assembly ====<br />
<br />
'''(H3.45) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.47)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.48)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H3.49) Use grade per Design Comps. Use when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized. '''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<div id="(H3.49.1) Use when ASTM A709 Grade 50W steel"></div><br />
'''(H3.49.1) Use when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material.<br />
<div id="(H3.49.2)"></div><br />
'''(H3.49.2) Use the following note when steel superstructure is galvanized.''' <br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.50)'''<br />
:Laminated Neoprene Bearing Pad Assembly shall be in accordance with Sec 716.<br />
<br />
==== H3e. Flat Plate, Rolled Steel Plates (Deck Girders) & Carbon Steel Castings (Truss) ====<br />
<br />
'''The following notes apply to Flat Plate Bearings.'''<br />
<br />
'''(H3.65)'''<br />
:Flat plate bearings shall be straightened to plane surfaces.<br />
<br />
'''(H3.66)'''<br />
:Anchor bolts shall be 1"&oslash; ASTM F1554 Grade 55 swedged bolts, 10" long with no heads or nuts. Top of anchor bolts shall be set approximately 1/2" above top of bottom flange.<br />
<br />
'''(H3.67)'''<br />
:Bottom flange of beam <u>and bevel</u> plate shall have 1 1/4"&oslash; holes at fixed end and 1 1/4" x 2 1/2" slots at expansion end.<br />
<br />
'''(H3.68)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
'''(H3.69)'''<br />
:Weight of the anchor bolts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
<br />
'''The following notes apply to Rolled Steel Bearing Plates (Deck Girder Repair and Widening).'''<br />
<br />
'''(H3.70)'''<br />
:Material shall be ASTM A709 Grade 36 steel. Holes in 7/8" plates for 3/4" x 2 1/4" and 1 1/2" x 3" anchors shall be made for a driving fit. After anchors are driven in place, anchors shall be lightly tack welded to the 7/8" plates.<br />
<br />
'''(H3.71)'''<br />
:Edge A shall be rounded (1/16" to 1/8" radius).<br />
<br />
<br />
'''The following notes apply to Carbon Steel Casting (Truss).'''<br />
<br />
'''(H3.75)'''<br />
:All fillets shall have a 3/4" radius.<br />
<br />
'''(H3.76) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be 1 1/2"&oslash; ASTM F1554 Grade <u>55</u> <u>105</u> swedge bolts and shall extend 15" into concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Furnish one 4"&oslash; pin, AISI C1042, with 2 heavy hexagon pin nuts.<br />
<br />
'''(H3.77)'''<br />
:Material for bearing shall be carbon steel castings and will be considered completely covered by the contract unit price for Carbon Steel Castings. Pins, anchor bolts, heavy hexagon nuts, pipe and rolled steel bearing plates will be considered completely covered by the contract unit price for Structural Carbon Steel.<br />
<br />
'''(H3.78)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
====H3f. Pot Bearing Pad Assembly====<br />
<br />
'''(H3.79)'''<br />
<br />
:The bearing design shall conform to the provisions of the latest edition of AASHTO LRFD Bridge Design Specifications.<br />
<br />
'''(H3.80)'''<br />
<br />
:The contractor, in coordination with the bearing manufacturer, shall be responsible for sizing the sole plate and masonry plate and determining the size, number, and location of anchor bolts based on the load and movement capacities, indicated in the Bearing Data.<br />
<br />
'''(H3.81)'''<br />
<br />
:The contractor shall submit calculations sealed by a Professional Engineer, licensed in the state of Missouri, indicating conformance with design load and material criteria in the contract documents.<br />
<br />
'''(H3.82)'''<br />
<br />
:'''(1)''' Maximum vertical dimension of the complete bearing. If the actual bearing dimension differs, adjustments shall be made in the thickness of the sole plate, masonry plate and concrete pad as needed by the contractor at no additional cost to the owner. Contractor shall submit proposed method of adjustment to Engineer for approval.<br />
<br />
'''(H3.83)'''<br />
<br />
:'''(2)''' Estimated horizontal dimension of the pot bearing device. If the actual dimension differs, adjust the size of the sole plate and masonry plate as needed by the contractor at no additional cost to the owner.<br />
<br />
'''(H3.84)'''<br />
<br />
:'''(5)''' The temperature of the steel adjacent to the elastomeric should be kept below 250°F.<br />
<br />
'''(H3.85)'''<br />
<br />
:The Dimension H in the Bearing Data Table represents the assumed total height of bearing mechanism between the sole plate and masonry plate used by the designer to establish the pedestal elevations. <br />
<br />
'''(H3.86)'''<br />
<br />
:The bearings shall be manufactured pot bearings, designed for the load and movement capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.87)'''<br />
<br />
:All expansion Bearings shall have maximum friction coefficient of 3%.<br />
<br />
'''(H3.88)'''<br />
<br />
:Steel for pot bearings shall be AASHTO M270 Grade 50 and shall be galvanized. Steel for sole plate and masonry plates shall be AASHTO M270 Grade 50.<br />
<br />
'''(H3.89)'''<br />
<br />
:Anchor bolts shall conform to ASTM F1554 Grade 55. The anchor bolts shall be the swedge-type and shall have a minimum diameter of 1 1/2-inches and extend a minimum of __-inches into the concrete. Swedging shall be 1-inch less than the extension into the concrete.<br />
<br />
'''(H3.90)'''<br />
<br />
:Anchor bolts shall be installed using a hardened steel washer at each exposed location.<br />
<br />
'''(H3.91)'''<br />
<br />
:Washers shall conform to ASTM F463.<br />
<br />
'''(H3.92)'''<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM F2329.<br />
<br />
'''(H3.93)'''<br />
<br />
:Certified mill test reports, conforming to the requirements of the specifications, for the metals of the pot bearing device, sole plate, masonry plate and anchor bolts shall be submitted.<br />
<br />
'''(H3.94)'''<br />
<br />
:The masonry plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.95)'''<br />
<br />
:The sole plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.96)'''<br />
<br />
:The bearing device, sole plate and masonry plate shall be assembled in the shop and the bearing assembly shall be field welded to the bottom flange of the steel cap beam. The welds shall be designed for the load capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.97)'''<br />
<br />
:After installation of the bearings, any uncoated or damaged surfaces of the masonry and sole plates shall be prepared in accordance with the specifications and field-coated with inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
<br />
'''(H3.98)'''<br />
<br />
:After installation of the bearings and field-applied prime coats, the surfaces of the masonry and sole plates shall be field-coated with System G intermediate and finish coat.<br />
<br />
'''(H3.99)'''<br />
<br />
:All bearings shall be marked prior to shipping. The marks shall include the bearing location on the bridge and a direction arrow that points up-station. All marks shall be permanent and be visible after the bearing is installed.<br />
<br />
'''(H3.100)'''<br />
<br />
:The pot bearing device, sole plate, masonry plate, anchor bolts, washers, anchor bolts wells and any other appurtenances included in the fabrication and installation of the pot bearing device shall be incidental to the pay item Pot Bearings.<br />
<br />
'''(H3.101)'''<br />
<br />
:Whenever jacking of the Superstructure is needed to reset the bearings, the contractor shall submit a jacking sequence for approval.<br />
<br />
=== H4. Conduit System ===<br />
<br />
'''(H4.1)'''<br />
:Cost of furnishing and placing anchor bolts for light standard will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H4.2) Use for all conduits. Use underlined portions when encased in concrete barrier and/or wing.'''<br />
:All conduits shall be rigid nonmetallic schedule 40 heavy wall polyvinyl chloride (PVC) with <u>3 ½-inch minimum cover in barrier</u> <u>and 4 ½-inch minimum cover in abutment wing</u>. Each section of conduit shall bear the Underwriters Laboratories (UL) label.<br />
<br />
'''(H4.2.1) Use for all conduits when conduit clamps are required. Also see Note H4.10.'''<br />
:All conduit clamps shall be commercially-available, nonmetallic conduit clamps and approved by the engineer.<br />
<br />
'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C, or ASTM B695, Class 55. <br />
<br />
'''(H4.3)'''<br />
:Shift reinforcing steel in field where necessary to clear conduit and junction boxes.<br />
<br />
'''(H4.4)'''<br />
:Light standards, wiring and fixtures shall be furnished and installed by others.<br />
<br />
'''(H4.5)'''<br />
:Top of light standard supports shall be made horizontal; anchor bolts shall be placed vertically.<br />
<br />
'''(H4.6)'''<br />
:For details of <u>light standards,</u> <u>underdeck lighting,</u> <u>and wiring</u>, see electrical plans.<br />
<br />
'''(H4.7) Use for conduits to be encased in concrete at open, closed or filled joints. Use 150°F, 120°F for steel superstructure. Use 120°F, 110°F for concrete superstructure. Modify note to include giving the total expansion movement per expansion fitting if multiple fittings are used and movement is different, and delineate fittings on plans.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at filled joints</u> using a maximum temperature range of <u>150</u> <u>120</u>°F and a maximum temperature of <u>120</u> <u>110</u>°F.<br />
<br />
'''(H4.7.1) Use for conduits not to be encased in concrete and for structures with open or closed joints in the superstructure.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at closed joints</u> using a maximum temperature range of 110°F. Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H.4.7.2) Use for conduits not to be encased in concrete and for structures without open or closed joints in the superstructure.'''<br />
:Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H4.7.3) Use for multiple conduits to be encased in concrete.''' <br />
:Minimum clearance between conduits placed in barrier shall be 1”. <br />
<br />
'''(H4.8) Use "surface" mounting, except adjacent to sidewalks, where mounting box on existing concrete. Use "flush" mounting where box is to be encased in concrete.'''<br />
:All <u>end bent</u> <u>and</u> <u>barrier</u> junction boxes shall be PVC molded in accordance with Sec 1062 and designed for <u>flush</u> <u>surface</u> mounting. The conduit terminations shall be permanent or separable. The terminations and covers shall be of watertight construction and shall meet requirements for NEMA 4 or NEMA 4X enclosure.<br />
<br />
'''(H4.8.1) Use for all junction boxes to be encased in concrete at the roadway face of barrier.'''<br />
:Placement of junction boxes and covers, complete in place, shall be flush with the roadway face of barrier. Junction boxes and covers may be recessed up to ¼ inch.<br />
<br />
'''(H4.9) Use for all conduits not to be encased in concrete.'''<br />
:Weep holes shall be provided at low points or other critical locations to drain any moisture in the conduit system. Conduit shall be sloped to drain.<br />
<br />
'''(H4.9.1) Use for all conduits to be encased in concrete.''' <br />
:Drainage shall be provided at low points or other critical locations of all conduits and all junction boxes in accordance with Sec 707. All conduits shall be sloped to drain where possible.<br />
<br />
'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
<br />
'''(H4.11) Use for junction box. '''<br />
:Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.<br />
<br />
'''(H4.12) '''<br />
:MoDOT Construction Personnel: Indicate in field and on bridge plans for future work the exact location of buried conduit at ends of bridge that are capped and not immediately used.<br />
<br />
'''(H4.13) Use for payment of Conduit System.'''<br />
:Payment for furnishing and installing Conduit System, complete in place, will be considered completely covered by the contract lump sum price for Conduit System on Structure.<br />
<br />
=== H5. Expansion Joint Systems ===<br />
<br />
<br />
==== H5a. Finger Plate ====<br />
<br />
'''(H5.1) For stage construction or other special cases, see Structural Project Manager.'''<br />
:Finger plate shall be cut with a machine guided gas torch from one plate. The plate from which fingers are cut may be spliced before fingers are cut. The surface of cut shall be perpendicular to the surface of plate. The cut shall not exceed 1/8" in width. The centerline of cut shall not deviate more than 1/16" from the position of centerline of cut shown. No splicing of finger plate or finger plate assembly will be allowed after fingers are cut. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.2)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.3)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.4)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.5)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Finger Plate) per linear foot.<br />
<br />
'''(H5.6)'''<br />
:Concrete shall be forced under and around finger plate supporting hardware, anchors, angles and bars. Proper consolidation shall be achieved by localized internal vibration.<br />
<div id="(H5.7)"></div><br />
'''(H5.7) Use note for steel structures. Use underlined portion when drainage trough is used.''' <br />
:All holes shown for connections shall be subpunched 11/16-inch diameter (shop or field drill) and reamed to 13/16-inch diameter in field, except holes in members that will be used as templates <u>and holes for the drainage trough</u> may be drilled to 13/16-inch diameter in the shop. For multi-piece connections, only the holes in the template member may be drilled to 13/16-inch diameter in the shop.<br />
<br />
'''(H5.8) Place note near "Plan of Slab".'''<br />
:'''"the web of W14 x 43" is for steel structures'''<br />
:'''"the 3/4" vertical mounting plate" is for P/S structures.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>the web of W14 x 43</u> <u>and</u> <u>the 3/4" vertical mounting plate</u> at the expansion device.<br />
<br />
'''(H5.9)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.10)''' <br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5b. Flat Plate ====<br />
<br />
'''(H5.16)'''<br />
:Expansion device shall be fabricated in one section, except for stage construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.17)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.18)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.19)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.20)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Flat Plate) per linear foot.<br />
<br />
'''(H5.21)'''<br />
:Concrete shall be forced under and around the flat plate, anchors and angles. Proper consolidation shall be achieved by localized internal vibration. Finishing of the concrete shall be achieved by hand finishing within one foot of the expansion device. The vertical and horizontal concrete vent holes shall be offset from each other. Do not alternate holes at the 12" spacing.<br />
<br />
'''(H5.22) Use this note when expansion device is at an end bent.'''<br />
:Bevel plates shall be used at end bents when the grade of the slab at the expansion device is 3% or more.<br />
<br />
'''(H5.23) Place this note near "Plan of Slab".'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>vertical plate</u> <u>and</u> <u>the vertical leg of the angle</u> at the expansion device.<br />
<br />
'''(H5.24)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.25)'''<br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5c. Preformed Compression Seal (Notes for Bridge Standard Drawings) ====<br />
<br />
'''(H5.31)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.33)'''<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36. Anchors for the expansion joint system shall be in accordance with Sec 1037. Preformed compression seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.34)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.35)'''<br />
:Concrete shall be forced under armor angle and around anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.36) Place this note near "Plan of Slab" also.''' <br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the angle at the expansion joint system. <br />
<br />
<br />
'''Place the following notes (H5.37 and H5.38) near the "Table of Transverse Preformed Compression Seal Expansion Joint System Dimensions".'''<br />
<br />
'''(H5.37)'''<br />
:Depth of seal shall not be less than width of seal.<br />
<br />
'''(H5.38) '''<br />
:Size of armor angle: Vertical leg of angle shall be a minimum of Manufacturer’s Recommended Height ③ + 3/4". Horizontal leg of angle shall be a minimum of 3". Minimum thickness of angle shall be 1/2". <br />
<br />
'''(H5.39)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.40)'''<br />
:MoDOT Construction personnel will record the manufacturer and seal name that was used.<br />
<br />
==== H5d. Strip Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.46)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
:The strip seal gland shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet.<br />
<br />
'''(H5.47''')<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36 except the steel armor may be ASTM A709 Grade 50W. Anchors for the expansion joint system shall be in accordance with Sec 1037. Strip seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.48)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.49)'''<br />
:Concrete shall be forced under and around steel armor and anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.50) Place this note near "Plan of Slab" also.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the steel armor at the expansion joint system.<br />
<br />
'''(H5.51)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.52)'''<br />
:MoDOT Construction personnel will indicate the strip seal expansion joint system installed.<br />
<br />
'''(H5.53)'''<br />
:Steel armor may also be referred to as extrusion or rail.<br />
<br />
'''(H5.55) Use this note when polymer concrete is to be used next to strip seal.'''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
====H5e. [[751.13 Expansion Joint Systems#751.13.2 Preformed Silicone, EPDM, and Open Cell Foam Joint Seals|Preformed Silicone or EPDM Seal]] (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.56)'''<br />
:The seal shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet. <br />
<br />
'''(H5.58)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.59)'''<br />
:MoDOT Construction personnel will indicate the type of seal used.<br />
<br />
'''(H5.60) Use this note when polymer concrete is to be used next to Preformed Silicone or EPDM Seal. '''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
'''(H5.61) Use this note when joint gap (opening) is wider than 3”.'''<br />
:Joint gap (opening) wider than 3" during installation may require use of backer rod to keep seal in place while adhesive is curing.<br />
<br />
====H5f. Open Cell Foam Joint Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.62)'''<br />
:Open cell foam joint seal size (width and depth) shall be determined by the manufacturer.<br />
:Manufacturer recommended seal size shall meet the movement and installation gap requirements and skew effect.<br />
<br />
'''(H5.63)'''<br />
:The open cell foam joint seal shall be installed according to the manufacturer's recommendations.<br />
<br />
'''(H5.64)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation.<br />
<br />
'''(H5.65)'''<br />
:MoDOT construction personnel will record the manufacturer and seal name that was used.<br />
<br />
=== H6. Pouring and Finishing Concrete Slabs ===<br />
<br />
'''I-Beam, Plate Girder Bridges - Continuous Slabs'''<br />
<br />
<div style="padding: 0.3em; width: 210px; margin-left:10px; border:1px solid #a9a9a9; background:#f5f5f5"><br />
Also see note H6.20 for I-Beams.<br />
</div><br />
<br />
'''(H6.1)'''<br />
:The contractor shall pour and satisfactorily finish the slab pours at the rate given. Retarder, if used, shall be an approved type and retard the set of concrete to 2.5 hours.<br />
<br />
<br />
'''Prestressed Concrete Structures - Continuous Spans'''<br />
<br />
'''(H6.4)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours, and shall pour and satisfactorily finish the slab pours at the rate given.<br />
<br />
'''(H6.5)'''<br />
:End diaphragms at expansion devices may be poured with a construction joint between the diaphragm and slab, or monolithic with the slab.<br />
<br />
'''(H6.6) Note is not applicable for concrete diaphragms under expansion joints.'''<br />
:The concrete diaphragm at the <u>intermediate bents</u> <u>and integral</u> <u>end bents</u> shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured. <br />
<br />
<br />
'''Prestressed Double-Tee Concrete Structures'''<br />
<br />
'''(H6.9)'''<br />
:The diaphragms at the intermediate and end bents shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured across the diaphragm at bents.<br />
<br />
'''(H6.10)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the slab pours at not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Solid or Voided Slab Structure - Continuous and Simple Spans'''<br />
<br />
'''(H6.13) See [[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|EPG 751.10.1.12]] Slab Pouring Sequences and Construction Joints'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the roadway slab at a rate of not less than ___ cubic yards per hour. The contractor shall observe the transverse construction joints shown on the plans, unless the contractor is equipped to pour and satisfactorily finish the roadway slab at a rate which permits a continuous pouring through some or all joints as approved by the engineer.<br />
<br />
<br />
'''Steel and Prestressed Structures - Simple Spans'''<br />
<br />
'''(H6.15) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''<br />
:The contractor shall pour <u>up grade</u> and satisfactorily finish the roadway slab at a rate of not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Widen, Extension, Repair, and Stage Construction'''<br />
<br />
'''(H6.17) Underline part not required when forms stay-in-place permanently. Place note on the plans when the closure pour is specified on the design layout.'''<br />
:Expansive Class B-2 concrete shall be used in the closure pour. <u>Forms shall be released before the closure pour.</u><br />
<br />
<br />
'''All Structures with Longitudinal Construction Joints'''<br />
<br />
'''(H6.18) The following note shall be used on all structures with slabs wider than 54' containing a longitudinal construction joint. The blank space shall be replaced by the value corresponding to the total roadway width divided by the larger pour width when the construction joint is used.'''<br />
:The longitudinal construction joint may be omitted with the approval of the engineer. When the longitudinal construction joint is omitted, the minimum rate of pour for alternate pouring sequences shall be increased by a factor of ____.<br />
<br />
<br />
'''Steel Superstructure Deck Replacements'''<br />
<br />
'''(H6.20) This note shall also be used for new I-Beam bridges.'''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the beams during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not weld on or drill holes in the beams. The cost for furnishing, installing, and removing bracing will be considered completely covered by the contract unit price for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(H6.21) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''</br><br />
''' If the basic rate required is greater than 25 cy/hr, check with the SPM before adding this note.'''<br />
:The contractor shall pour slab <u>up grade</u> from end to end at a minimum rate of 25 cubic yards per hour.<br />
<br />
'''(H6.22)'''<br />
:Alternate pour sequences may be submitted to the engineer for approval. Keyed construction joints shall be provided between pours.<br />
<br />
=== H7. Slab Drains===<br />
<br />
'''When steel slab drains are used, place Notes H7.1, H7.1.3 and H7.2 under the heading of Notes for Steel Drain. Place remaining notes thru Note H7.11 under the heading of General Notes.'''<br />
<br />
'''(H7.1) Remove underlined portion for cored slab drains.'''<br />
:Slab drains shall be fabricated <u>of either 1/4" welded sheets of ASTM A709 Grade 36 steel or</u> from 1/4" structural steel tubing ASTM A500 or A501.<br />
<br />
'''(H7.1.1) Note not required for continuous concrete slab bridges.'''<br />
:Slab drain bracket assembly shall be ASTM A709 Grade 36 steel.<br />
<br />
'''(H7.1.2) Use underlined portion with a new wearing surface over new slab or when cored angled drains are used.'''<br />
:The drain<u>s Pieces A and B</u> shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.2) Use for new slabs. Use first choice without a wearing surface and second choice with a wearing surface.'''<br />
:Outside dimensions of drain<u>s are 8" x 4"</u> <u>Piece A is 8 3/4" x 4 3/4" and Piece B is 8" x 4"</u>.<br />
<br />
'''(H7.3) Use note with new wearing surface over new slab.'''<br />
:Piece A shall be cast in the concrete slab. Prior to placement of wearing surface, Piece B shall be inserted into Piece A.<br />
<br />
'''(H7.4) Use underlined portion with a new wearing surface over new slab.'''<br />
:Locate drain<u>s Piece A</u> in slab by dimensions shown in Part Section Near Drain.<br />
<br />
'''(H7.5) Use for new slabs.'''<br />
:Reinforcing steel shall be shifted to clear drains.<br />
<br />
'''(H7.6) Use underlined portion with prestressed girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:The <u>coil inserts and</u> bracket assembly shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C<u>, except as shown</u>.<br />
<br />
'''(H7.7.1)'''<br />
:All 1/2-inch diameter bolts shall be ASTM A307, except as noted.<br />
<br />
'''(H7.8) Use note when attaching to new girders and beams. Use “coil insert required” for prestressed girders, “coil inserts required” for prestressed beams and “bolt hole” for steel structures. '''<br />
:The <u>coil inserts required</u> <u>bolt hole</u> for the bracket assembly attachment shall be located on the <u>prestressed girder</u> <u>prestressed beam</u> <u>plate girder</u> <u>wide flange beam</u> shop drawings.<br />
<br />
'''(H7.8.1) Use note when attaching to existing steel girders and beams with new slab.'''<br />
:The bolt hole for the bracket assembly attachment shall be shifted to the minimum extent necessary to field drill in the existing web. <br />
<br />
'''(H7.8.2) Use note when attaching to weathering steel girders and beams. '''<br />
:The galvanized surfaces of drain support brackets shall be prepared according to the coating manufacturer's recommendation and field coated with a gray epoxy-mastic primer (non-aluminum) within a distance of 6 inches from the point of connection to the weathering steel structure.<br />
<br />
'''(H7.9) Use the underlined portion for all bridges except continuous concrete slab bridges. '''<br />
:Shop drawings will not be required for the slab drains <u>and the bracket assembly</u>.<br />
<br />
<br />
'''Place Notes H7.10 and H7.11 with prestressed girder and prestressed beam slab drain details.'''<br />
<br />
'''(H7.10)'''<br />
:Coil inserts shall have a concrete pull-out strength (ultimate load) of at least 2,500 pounds in 5,000 psi concrete.<br />
<br />
'''(H7.11) Bolts is plural for Prestressed box and slab beams that require two bolts.'''<br />
:The bolt<u>s</u> required to attach the slab drain bracket assembly to the prestressed <u>girder web</u> <u>beam</u> shall be supplied by the prestressed <u>girder</u> <u>beam</u> fabricator.<br />
<br />
<br />
'''Use Notes H7.13 thru H7.21 when fiberglass reinforced polymer (FRP) slab drains are used. Place Note H7.13 as the first note under the heading of General Notes. Place remaining notes under the heading of Notes for FRP Drain.'''<br />
<br />
'''(H7.13) '''<br />
:Contractor shall have the option to construct either steel or FRP slab drains. All drains shall be of same type. <br />
<br />
'''(H7.14) '''<br />
:Drains shall be machine filament-wound thermosetting resin tubing meeting the requirements of ASTM D2996 with the following exceptions:<br />
<br />
'''(H7.15) Use with new slabs.'''<br />
:Shape of drains shall be rectangular with outside interior nominal dimensions of 8” x 4”.<br />
<br />
'''(H7.16) '''<br />
:Minimum reinforced wall thickness shall be 1/4 inch.<br />
<br />
'''(H7.17) Underlined portion is for cored slab drains only.'''<br />
:The resin used shall be ultraviolet (UV) resistant and/or have UV inhibitors mixed throughout. Drains may have an exterior coating for additional UV resistance. <u>Care shall be taken to avoid damage to exterior coating during installation.</u><br />
<br />
'''(H7.18) The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.'''<br />
:The color of the slab drain shall be <u>Gray (Federal Standard #26373)</u>. The color shall be uniform throughout the resin and any coating used.<br />
<br />
'''(H7.19) '''<br />
:The combination of materials used in the manufacture of the drains shall be tested for UV resistance in accordance with ASTM D4239 Cycle A. The representative material shall withstand at least 500 hours of testing with only minor discoloration and without any physical deterioration. The contractor shall furnish the results of the required ultraviolet testing prior to acceptance of the slab drains.<br />
<br />
'''(H7.20) '''<br />
:At the contractor’s option, drains may be field cut. The method of cutting FRP slab drains shall be as recommended by the manufacturer to ensure a smooth, chip-free cut.<br />
<br />
'''(H7.21) Use only for angled drains. '''<br />
:Both upper and lower drain pieces shall be rigidly connected to each other. Drain flow shall not be obstructed. Approval of the engineer is required.<br />
<br />
<br />
'''Additional notes (H7.22 thru H7.28) for cored slab drains. Place with General Notes except as noted.'''<br />
<br />
'''(H7.22)''' <br />
:Cost of cored slab drains, complete in place, will be considered completely covered by the contract unit price for Cored Slab Drain per each.<br />
<br />
'''(H7.23)'''<br />
:Holes for slab drains shall be cored. Percussion drilling will not be permitted.<br />
<br />
'''(H7.24) Omit underlined portion when attaching to prestressed girders or beams.'''<br />
:Slab drain locations may be shifted the minimum extent necessary to avoid slab reinforcement <u>and to allow for field drilling bolt hole in web of existing beam for bracket assembly attachment</u>.<br />
<br />
'''(H7.25) Use underlined portion for angled drains.'''<br />
:<u>Piece B of</u> Cored slab drains shall be placed vertically.<br />
<br />
'''(H7.26) Include if curb outlets are being plugged.'''<br />
:For details of plugging existing curb outlets, see Sheet No. _.<br />
<br />
'''(H7.27) Place under Notes for Steel Drains.'''<br />
:Drains shall be inserted through slab such that damage to galvanized coating is minimized.<br />
<br />
'''(H7.28) Include for angled drains.'''<br />
:Use 1/2-inch diameter bolt with lock washer to attach Piece B to Piece A. Tap thread into Piece A.<br />
<br />
=== H8. Blank ===<br />
<br />
<br />
=== H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings)===<br />
'''Place in General Notes on the rail sheet unless otherwise specified.'''<br />
<br />
'''(H9.1a) Use for all W-Beam, Thrie Beam, Two Tube and Single Tube (Low Profile) Structural Steel Guardrails without cap rail. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' '''Reference to Standard Plan 606.00 or 606.50 will work.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.)<br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail post using galvanized anchorage as shown on Missouri Standard Plan <u>606.00</u> <u>606.50</u> and in accordance with Sec 606. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>Bridge Rail (Two Tube Structural Steel)</u> <u>Low Profile Metal Bridge Rail (Single Tube)</u>.<br />
<br />
'''(H9.1b) Use for all W-Beam and Thrie Beam Guardrails with cap rail except for temporary bridges. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u>, <u>Bridge Guardrail (Thrie Beam).</u><br />
<br />
'''(H9.1c) Use for temporary bridges.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides. Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use. <br />
<br />
'''Use following three notes for all W-Beam and Thrie Beam Guardrails with cap rail.'''<br />
<br />
'''(H9.2)'''<br />
:Panel lengths of channel members shall be attached continuously to a minimum of four posts and a maximum of six posts (except at end bents).<br />
<br />
'''(H9.3) Include reinforcement with new bridges except double-tees and temporary bridges. Include elastomeric material when a base plate is used except for temporary bridges. Use “other items” for temporary bridges. '''<br />
<br />
:All bolts, nuts, washers, <u>and</u> plates<u>,</u> <u>and reinforcement</u> <u>and elastomeric material</u> will be considered completely covered by the contract unit price for <u>Bridge</u> <u>Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>other items</u>.<br />
<br />
'''(H9.4) Use underlined part for temporary bridges.'''<br />
:All steel connecting bolts and fasteners for posts and railing, and all anchor bolts, nuts, washers and plates shall be galvanized after fabrication <u>except for bottom plate</u>. Protective coating and material requirement of steel railing shall be in accordance with Sec 1040.<br />
<br />
'''(H9.5) Use post instead of blockout for temporary bridges. For 38-inch two tube rails use the larger shims.'''<br />
:Rail posts shall be set perpendicular to roadway profile grade, vertically in cross section and aligned in accordance with Sec 713 except that the rail posts shall be aligned by the use of <u>3 x 1 3/4-inch</u> <u>6 1/2 x 6 1/2-inch</u> shims such that the post deviates not more than 1/2 inch from true horizontal alignment after final adjustment. The shims shall be placed between the <u>blockout</u> <u>post</u> and the <u>thrie beam</u> rail. The thickness of the shims shall be determined by the contractor and verified by the engineer before ordering material for this work.<br />
<br />
'''(H9.6.1) Use when a base plate is bearing on concrete except for temporary bridges.''' <br />
:Rail posts shall be seated on 1/16-inch elastomeric pads having the same dimensions as the post base plate. Such pads may be any elastomeric material, plain or fibered, having hardness (durometer) of 50 or above, as certified by the manufacturer. Additional pads or half pads may be used in shimming for alignment. Post heights shown will increase by the thickness of the pad. <br />
<br />
'''(H9.6.2) Use note for base plates set on grout pads (38-inch Two Tube Rail).'''<br />
:Rail posts shall be set plumb and aligned in accordance with Sec 713.<br />
<br />
'''Use H9.7 thru H9.19 for Thrie Beam Guardrail only.'''<br />
<br />
'''(H9.7)'''<br />
:At the expansion slots in the thrie beam rails and channels, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.8) Use post instead of blockout for temporary bridges. '''<br />
:At the thrie beam connection to <u>blockout</u> <u>post</u> on wings, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.9)'''<br />
:Minimum length of thrie beam sections is equal to one post space.<br />
<br />
'''(H9.10)'''<br />
:A 5/8-inch diameter button-head, oval shoulder bolt with a minimum 3/8-inch thick hex nut shall be used at all slots. <br />
<br />
'''(H9.11)'''<br />
:Thrie beam guardrail on the bridge shall be 12-gauge steel.<br />
<br />
'''(H9.12) Use top plates instead of cap rail angles for temporary bridges.'''<br />
:Posts, <u>cap rail angles,</u> <u>top plates,</u> <u>base</u> <u>bent</u> <u>post</u> plates, <u>blockouts,</u> channels and channel splice plates shall be fabricated from ASTM A709 Grade 36 steel and galvanized.<br />
<div id="(H9.13) Use for placement"></div><br />
<br />
'''(H9.13) Use for placement or replacement of end treatment with thrie beam rail.'''<br />
:<u>Cost for providing holes for new guardrail attachment will be considered completely covered by the contract unit price for other items.</u> <br />
<br />
'''(H9.15) Use post instead of blockout for temporary bridges.'''<br />
:Flat washers 3 x 1 3/4 x 3/16-inch minimum shall be used at all post bolts between the bolt head and beam. The washers shall be rectangular in shape with an 11/16 x 1-inch slot, or when necessary of such design as to fit the contour of the beam. Rectangular washers 3 x 1 3/4 x 5/8-inch shall be used between the <u>blockout</u> <u>post</u> and the thrie beam rail.<br />
<br />
'''(H9.16)'''<br />
:Special drilling of the thrie beam may be required at the splices. All drilling details shall be shown on the shop drawings.<br />
<br />
'''(H9.17''')<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.18) Do not use for prestressed double-tee or temporary bridges.'''<br />
:Expansion splices in the thrie beam rail shall be made at either the first or second post on either side of the joint and on structure at bridge ends. When the splice is made at the second post, an expansion slot shall be provided in the thrie beam rail for connection to the first post to allow for movement.<br />
<br />
'''(H9.19) Do not use for prestressed double-tee or temporary bridges.'''<br />
:In addition to the expansion provisions at the expansion joints, expansion splices in the thrie beam rail and the channel shall be provided at other locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''Do not use Notes H9.20 thru H9.29 for temporary bridges. '''<br />
<br />
'''(H9.20) Use for prestressed double-tee bridges. '''<br />
:Expansion splices in the thrie beam rail and the channel shall be provided at locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''(H9.21)'''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the top of the post and the channel member as required for vertical alignment. <br />
<br />
'''(H9.22) Place near Part Section at Rail Post. '''<br />
:See slab sheet for rail post spacing.<br />
<br />
'''(H9.23)'''<br />
:See Missouri Standard Plan 606.00 for details not shown.<br />
<br />
'''(H9.24) Place near detail of bent bolt used for new bridges except double tees. '''<br />
:Bolt shall not be bent in slab depths greater than 14 inches, use 12 inches straight embedment. <br />
<br />
'''(H9.25) Place near details of shim plates used for horizontal alignment of State System 3. '''<br />
:Shim plates 6 x 3 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.26) Place in General Notes and near details of shim plates used for horizontal alignment.''' <br />
:Shim plates shall be galvanized after fabrication. <br />
<br />
'''(H9.27) Place near details of shim plates used for horizontal alignment of State System 4. '''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the W6x20 post and 6 x 6 x 3/8-inch plate. Shim plates 6 x 3 1/2 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.28) Place near detail specifying bar support at bent plates. '''<br />
:Bar supports shall be Beam Bolsters (BB-ref. CRSI) and shall be galvanized. See Sec 706.<br />
<br />
'''Use H9.31 thru H9.38 for temporary bridges except for Note H9.32 which is also used for rehabilitation of existing bridges and Note H9.34 which is used for all bridge types.'''<br />
<br />
'''(H9.31)'''<br />
:If Type A guardrail is not attached to ends of the temporary structure, flared ends shall be required. The existing thrie beam rails shall be modified to accept flared ends. Cost for furnishing and installing flared ends will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H9.32)'''<br />
:Contractor shall verify all dimensions in field before ordering materials.<br />
<br />
'''(H9.33) Place near Part Section at Rail Post. '''<br />
:See preceding sheet for rail post spacing.<br />
<br />
'''(H9.34) Place in General Notes or near Elevation of Thrie Beam Rail. '''<br />
:At bridge ends for head to head traffic, guardrail shall be used at all four corners and for single directional traffic, guardrail shall be used at entrance ends only unless required at the exit.<br />
<br />
'''(H9.35) Place near any detail specifying the bottom plate of the rail posts. '''<br />
:Bottom plate shall be fabricated from ASTM A709 Grade 50W steel and welded to two 5" floor bars. Bottom plate shall not be galvanized.<br />
<br />
'''(H9.36) Place near any detail specifying both the bottom and base plate of the rail posts. '''<br />
:The size of the base and bottom plate may be increased depending on which grid option is used.<br />
<br />
'''(H9.37) Place near any detail specifying the welding of post to base plate of the rail posts. '''<br />
:Optional welding of the post to the base plate, in lieu of the weld shown, is a 5/16" fillet weld all around, including the edges of the post flanges.<br />
<br />
'''(H9.38) Place near any detail specifying the semi-circular notches of the rail posts. '''<br />
:Semi-circular notches centered on the axis of the post web ends may be made to facilitate galvanizing.<br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use.<br />
<br />
'''38-inch Two Tube Rail (Also use H9.1a, H9.5, H9.6.2)'''<br />
<br />
'''(H9.40)'''<br />
:Payment for furnishing all materials and labor necessary to install bridge rail, complete in place, will be considered completely covered by the contract unit price for Bridge Rail (Two Tube Structural Steel) per linear foot.<br />
<br />
'''(H9.41)'''<br />
:HSS = Hollow Structural Section<br />
<br />
'''(H9.42)'''<br />
:Dimensions of bridge rails are measured horizontally.<br />
<br />
'''(H9.43)'''<br />
:Bridge rails will be measured to the nearest linear foot for each structure measured from end of wing to end of wing.<br />
<br />
'''(H9.44)'''<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.45)'''<br />
:Hollow structural sections shall be in accordance with ASTM A500 Grade B Structural Steel Tubing and shall meet the longitudinal CVN requirements of 15 ft-lbs at 0⁰ F, see Sec 1080 for reporting.<br />
<br />
'''(H9.46)'''<br />
:All other steel shapes and plates shall be in accordance with ASTM A709 Grade 50.<br />
<br />
'''(H9.47)'''<br />
:All anchor bolts shall be ASTM A449 Type 1 with ASTM A563 Grade DH heavy hex nuts and ASTM F436 hardened washers.<br />
<br />
'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H9.49)'''<br />
:All posts, railing, rail splices and plates shall be galvanized after shop fabrication in accordance with AASHTO M 111 and ASTM A385. Galvanized rail shall not be painted.<br />
<br />
'''(H9.50)'''<br />
:Provide railing expansion joints at 50 foot maximum intervals. Railing shall be continuous over two posts minimum. Railing expansion joints are required in rail sections that span bridge expansion joints.<br />
<br />
'''(H9.51)'''<br />
:Use grout with a minimum 24-hour f’c of 3000 psi in single placement.<br />
<br />
'''Concrete Curb for Two Tube Rail'''<br />
<br />
'''(H9.60)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H9.61)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H9.62)'''<br />
:Minimum lap for longitudinal R-bars is 2’-5”.<br />
<br />
'''(H9.63)'''<br />
:The cross-sectional area of curb above the slab = 0.75 sq. ft.<br />
<br />
'''(H9.64)'''<br />
:Concrete in the curb shall be Class B-2.<br />
<br />
'''(H9.65)'''<br />
:The curb shall be cured by application of Type 1-D Liquid Membrane-Forming Curing Compound in accordance with Sec 1055 and sealed in accordance with Sec 703. The contractor shall remove all curing compound in accordance with the manufacturer’s recommendations before the concrete sealer is applied.<br />
<br />
'''(H9.66)'''<br />
:Measurement of the curb is to the nearest linear foot for each structure, measured along the outside top of slab from end of wing to end of wing.<br />
<br />
'''(H9.67)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Concrete Curb (Bridge Rail) per linear foot.<br />
<br />
'''Culvert Guardrail (Also use H9.6.1, H9.12, H9.17)'''<br />
<br />
'''(H9.70)'''<br />
:Furnishing and Installing posts and guardrail on culvert as shown on this sheet will be considered completely covered by the contract unit price for Bridge Guardrail (W-Beam).<br />
<br />
'''(H9.71)'''<br />
:Furnishing and Installing posts and guardrail on culvert shall be in accordance with Sec 606 except as shown.<br />
<br />
'''(H9.72) Use for bolt-thru option'''<br />
:Holes for ASTM A307 bolts may be drilled into the culvert.<br />
<br />
'''(H9.73)'''<br />
:See Missouri Standard Plans drawing 606.50 for details not shown.<br />
<br />
=== H10. Barriers – Type A, B, C, D and H===<br />
<br />
==== H10a. Cast-In-Place Permanent Barrier====<br />
<br />
'''The following notes shall be placed in the General Notes on the elevation sheet.'''<br />
<br />
'''(H10.0.1) Use note if slip forming is allowed. Add asterisk to all C-bar leader notes and the one fiberglass bar leader note in the elevation of barrier. '''<br />
:'''*''' Slip-formed option only.<br />
<br />
'''(H10.0.2) Both methods may be used unless otherwise specified on Bridge Memorandum.''' <br />
:Conventional forming <u>or slip</u> forming <u>may</u> <u>shall</u> be used. Saw cut joints may be used with conventional forming.<br />
<br />
'''(H10.1) Exclude underlined part for single span bridges. '''<br />
:Top of barrier shall be built parallel to grade <u>with barrier joints (except at end bents) normal to grade</u>.<br />
<br />
'''(H10.2)'''<br />
:All exposed edges of barrier shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H10.3)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier per linear foot.<br />
<br />
'''(H10.4)'''<br />
:Concrete in barrier shall be Class B-1.<br />
<br />
'''(H10.5) Use for Type B, D or H barrier. Include “left” or ”right” and exclude “for each structure” when barriers on each side of the bridge are not the same type. '''<br />
:Measurement of barrier is to the nearest linear foot <u>for each structure</u>, measured along the <u>left</u> <u>right</u> outside top of slab from end of <u>wing to end of wing</u> <u>slab to end of slab</u>.<br />
<br />
'''(H10.7) Use for Type A or C barriers.'''<br />
:Measurement of barrier is to the nearest linear foot, measured along the top of slab at centerline median from end of bridge approach slab to end of bridge approach slab.<br />
<div id="(H10.7.1) Notes shall be used on all barrier curbs"></div><br />
'''(H10.7.1) Use for all barriers (see [[620.5 Delineators (MUTCD Chapter 3F)#620.5.6 Barrier Wall Delineation|Barrier Wall Delineation]]).''' <br />
<br />
:Concrete traffic barrier delineators shall be placed on top of the barrier as shown on Missouri Standard Plans 617.10 and in accordance with Sec 617. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Concrete traffic barrier delineators will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="760px" align="center" <br />
|-<br />
|Below is additional guidance for using Note H10.7.1:<br />
|-<br />
|Bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides of the delineators. For two-lane, one-way traffic, retroreflective sheeting may be on one side only unless crossroad or entranceway traffic is just beyond exit to bridge and wrong way driving is to be discouraged with retroreflective sheeting on both sides of the delineators, (white and red in this case). "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be modified, as required. For Type A and C barriers, retroreflective sheeting should be used on both sides of the delineators where there is not more than four lanes divided. <br />
|-<br />
|On bridges with more than two lanes, retroreflective sheeting is not required on both sides of the delineators. The perception of a narrowing roadway at the bridge is of lesser consequence in terms of requiring guidance devices and does not warrant retroreflective sheeting on both sides of the delineators. "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be removed at the discretion of the design team.<br />
|}<br />
<br />
'''(H10.7.2) '''<br />
:Joint sealant and backer rods shall be in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(H10.7.3) Use note if slip forming is allowed.'''<br />
:For slip-formed option, both sides of barrier shall have a vertically broomed finish and the top shall have a transversely broomed finish.<br />
<br />
'''(H10.7.4) Use for all grade separations except over railroads and county roads.'''<br />
:Plastic waterstop shall not be used with saw cut joints.<br />
<br />
<br />
'''The following three notes shall be placed under section thru barrier.''' <br />
<br />
'''(H10.8)'''<br />
:Use a minimum lap of 2'-6" for #5 horizontal barrier bars.<br />
<br />
'''(H10.9) Areas shown are for standard barrier heights and a two percent cross slope. '''<br />
:The cross-sectional area above the slab is <u>*</u> square feet.<br />
<br />
:{|<br />
|*||2.98 for a Type A barrier. <br />
|-<br />
| ||2.27 for a Type B barrier. <br />
|-<br />
| ||4.69 for a Type C barrier. <br />
|-<br />
| ||3.52 for a Type D barrier.<br />
|-<br />
| ||3.59 for a Type D barrier used as a median. <br />
|-<br />
| ||2.89 for a Type H barrier<br />
|}<br />
<br />
'''(H10.9.1) Add (2) to the dimension for the top of slab to top of the R2 bar. '''<br />
:(2) To top of bar <br />
<br />
<br />
'''The following three notes shall be used for double-tee structures. '''<br />
<br />
'''(H10.10)'''<br />
:Coil inserts shall have a concrete ultimate pullout strength of not less than 36,000 pounds in 5000 psi concrete and an ultimate tensile strength of not less than 36,000 pounds.<br />
<br />
'''(H10.11)'''<br />
:Threaded coil rods shall have an ultimate capacity of 36,000 pounds. All coil inserts and threaded coil rods shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H10.12)'''<br />
:Payment for furnishing and installing coil inserts and threaded coil rods will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
<br />
'''The following two notes, when appropriate, shall be placed under the title of the elevation of barrier. '''<br />
<br />
'''(H10.12.1) Dimensions shall be horizontal unless otherwise specified on Bridge Memorandum. '''<br />
:Longitudinal dimensions are <u>horizontal</u> <u>arc dimensions</u>.<br />
<br />
'''(H10.12.2)'''<br />
:Longitudinal dimensions are along top of <u>barrier</u> <u>outside edge of slab</u> parallel to grade.<br />
<br />
'''The following two notes shall be placed under the permissible alternate bar shape detail. '''<br />
<br />
'''(H10.13) Use R2 for Type D or H barriers, R3 for Type B barrier and M2 for two separate Type D barriers used as a median. Add (4) to the combined #5 bar leader note. Exclude note and associated detail for CIP slabs. '''<br />
:(4) The <u>R2</u> <u>R3</u> <u>M2</u> bar and #5 bottom transverse slab bar in cantilever (prestressed panels only) combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
'''(H10.14) Use R1 for Type B, D or H barriers. Use M1 for two separate Type D barriers used as a median. Add (3) to the two separated #5 bar leader notes. '''<br />
:(3) The <u>R1</u> <u>M1</u> bar may be separated into two bars as shown, at the contractor's option, only when slip forming is not used. (All dimensions are out to out.) <br />
<br />
'''(H10.15) Use note if slip forming is allowed. Place under the part elevation of barrier and add (1) to fiberglass bar leader notes in the section thru saw cut joint and part elevation of barrier. '''<br />
:(1) Four feet long, centered on joint, slip-formed option only<br />
<br />
<div id="Place general notes H10.19,"></div><br />
'''Place general notes H10.19, H10.20 and H10.7.1 on the barrier at end bents sheet with notes H10.19 and H10.20 under the Reinforcing Steel heading. '''<br />
<br />
'''(H10.19)'''<br />
<br />
:Minimum clearance to reinforcing steel shall be 1 1/2" except as shown for bars embedded into end bent. <br />
<br />
'''(H10.20) Use for Type B barrier only. Use 2’-4” and K10 bars for barrier ending on wing walls adding K13 bars with two different wing lengths. Will need to add more bars if more than two different wing lengths exist. Use 2’-6” and R6 bars for barrier ending on bridge deck. '''<br />
:Use a minimum lap of <u>2'-4"</u> <u>2’-6”</u> between K9 and <u>K10 or K13</u> <u>R6</u> bars. <br />
<br />
'''(H10.21) Place note under the K Bar Permissible Alternate Shape detail on the barrier at end bents sheet. Use K1 and K2 for Type B barrier; K9 and K10 for Type D barrier; K3 and K5 for Type H barrier. '''<br />
:The <u>K1 and K2</u> <u>K9 and K10</u> <u>K3 and K5</u> bar combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
==== H10b. Precast Temporary Barrier====<br />
<br />
'''(H10.90)'''<br />
:Method of attachment for temporary barrier shall be <u>tie-down strap</u> <u>bolt through deck</u>.<br />
<br />
'''(H10.91)'''<br />
:Temporary barrier shall not be attached to the bridge.<br />
<br />
=== H11. Fences and Sidewalks ===<br />
<br />
'''Pedestrian Chain Link Fence: General Notes'''<br />
<br />
'''(H11.1)'''<br />
:Pedestrian chain link fence shall be in accordance with Sec 1043 except all fabric shall have the top and bottom edges knuckled and pipe members shall be in accordance with ASTM F1043, high strength grade (minimum yield = 50 ksi) heavy industrial steel pipe Group 1A.<br />
<br />
'''(H11.2) Omit underlined portion when fence post is attached to back face of barrier.'''<br />
:All posts shall be vertical. <u>Grout shall be placed under the post base plates in accordance with Sec 1066</u>.<br />
<br />
'''(H11.3)'''<br />
:Payment for furnishing, galvanizing and erecting the fence and frame complete in place will be considered completely covered by the contract unit price for (<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) per linear foot.<br />
<br />
'''(H11.4)'''<br />
:Dimensions of pedestrian chain link fence are measured horizontally.<br />
<br />
'''(H11.5)'''<br />
:The maximum spacing allowed between pull post and end posts is 100 feet. Post brace and 1/2-inch diameter truss rod are required for panels adjacent to pull post and end posts only. Connect the lower end of truss rod to bottom of pull posts and end posts to which the stretcher bar is attached.<br />
<br />
:Rail clamps, dome cap, bands, tie wires, stretcher bars and truss rod connections shall be in accordance with the manufacturer's recommendations. The truss rod and truss rod connections shall have a minimum capacity of 2000 pounds. Dome cap shall fit tightly. <br />
<br />
:Expansion joints shall be placed in the horizontal pieces at not more than 30-foot centers and at all joint filler locations in the <u>curb</u> <u>barrier</u> with a minimum gap of 3/8 inch at 60° degrees F.<br />
<br />
'''(H11.6) Use underline information when fence attached to back face of barrier.'''<br />
:Steel for truss rods shall be ASTM A709 Grade 36. <u>Steel for post straps shall be ASTM A709 Grade 50. Neoprene bearing pads shall be 50 durometer and shall be in accordance with Sec 716.</u><br />
<br />
'''(H11.7) Use when fence attached on top of curb.'''<br />
:Steel for base plate shall be ASTM A709, Grade 50. <br />
<br />
'''(H11.8)'''<br />
:Contractor shall submit complete detailed shop drawings in accordance with Sec 1080.<br />
<br />
'''(H11.9)''' <br />
:All <u>base plates</u>, <u>straps</u>, <u>U-bolts</u>, <u>resin anchors</u>, hex nuts, and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:<u>U-bolts</u> <u>resin anchors</u> shall be ASTM F1554 Grade 36.<br />
<br />
:'''Note: Use note I2.1, I2.2 and I2.3 when fence post attached to back face of barrier.'''<br />
<br />
'''(H11.10) Place following note with new barrier details when fence post attached to back face of barrier.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for chain link fence.<br />
<br />
'''(H11.11) Use applicable underlined portion per pedestrian fence.'''<br />
:(<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) will be measured to the nearest linear foot for each structure, measured along the centerline fence from end of fence to end of fence.<br />
<br />
'''(H11.12)'''<br />
:Chain link wire fabric shall be 9 gage minimum, 2-inch diamond mesh.<br />
<br />
'''(H11.13)'''<br />
:The chain link fence shall be built in accordance with Sec 607 and Sec 1043.<br />
<br />
'''(H11.14)'''<br />
:For details of <u>pedestrian curb</u> <u>barrier</u>, see sheet No. _.<br />
<br />
'''(H11.15) Place following note with pedestrian curb or barrier details.'''<br />
:For pedestrian chain link fence, see sheet No. _.<br />
<br />
<br />
'''Sidewalks'''<br />
<br />
'''(H11.20)'''<br />
:All exposed edges of sidewalk shall have either a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H11.21)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Sidewalk (Bridges) per sq. foot.<br />
<br />
'''(H11.22)'''<br />
:Concrete in the sidewalk shall be Class B-2.<br />
<br />
'''(H11.23)'''<br />
:Measurement of the sidewalk is to the nearest square foot for each structure, measured horizontally from the outside face of barrier to the outside edge of sidewalk and from end of slab to end of slab.<br />
<br />
<br />
'''Decorative Fencing and Pedestrian Fencing: Pedestrian Curb (Effective March 1, 2024)'''<br />
<br />
'''(H11.30)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H11.31)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H11.32)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Pedestrian Curb per linear foot. <br />
<br />
'''(H11.33)'''<br />
:Concrete in curb shall be Class B-1. <br />
<br />
'''(H11.34)'''<br />
:Measurement of pedestrian curb is to the nearest linear foot for each structure, measured along the outside top of curb from end of curb to end of curb. <br />
<br />
'''(H11.35)'''<br />
:Center of posts shall clear curb joints or ends by at least 6 inches. <br />
<br />
'''(H11.36)'''<br />
:Minimum lap for longitudinal R-bars is 2'-7".<br />
<br />
<br />
'''Decorative Fencing: Pedestrian Fence (Effective March 1, 2024)'''<br />
<br />
'''(H11.37)'''<br />
:These details are a general representation of a Decorative Pedestrian Fence. The actual fence components and component positions may be different than what is shown. <br />
<br />
'''(H11.38)'''<br />
:Fence shall have a gloss black finish (Federal Standard #17038). See special provisions.<br />
<br />
'''(H11.39)'''<br />
:<u>Base plate</u> <u>Connection angle</u> shall be ASTM A709, Grade 50.<br />
<br />
'''(H11.40) Use anchors instead of U bolts where the top of barrier is less than 9 inches wide or when the barrier is to be slip–formed and fence post is attached to back face of barrier.'''<br />
:All <u>base plates</u> <u>connection angles</u>, <u>U-bolts,</u> <u>resin anchors,</u> hex nuts and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''(H11.42)'''<br />
:Measurement of decorative pedestrian fence will be made horizontally and to the nearest linear foot along centerline fence.<br />
<br />
'''(H11.43) Heights available in standard pay items are 30 in., 48 in., 60 in., 72 in. & 96 in.'''</br><br />
:Payment for furnishing and erecting the fence complete in place will be considered completely covered by the contract unit price for (__ in.) Decorative Pedestrian Fence (Structures).<br />
<br />
'''(H11.44)'''<br />
:All fence posts shall be vertical.<br />
<br />
'''(H11.45)'''<br />
:Grout shall be placed under the post <u>base plates</u> <u>connection angles (horizontal leg)</u> in accordance with Sec 1066.<br />
<br />
'''(H11.46)'''<br />
:Decorative pedestrian fencing shall be in accordance with 2020 AASHTO LRFD Bridge Design Specifications, 9th Ed.<br />
<br />
'''(H11.47)'''<br />
:Shop drawings and structural calculations will not be required for the decorative pedestrian fences on the Bridge Pre-qualified Products List.<br />
<br />
'''(H11.48)'''<br />
:All materials used in fabrication and construction of the decorative pedestrian fencing shall be in accordance with the manufacturer's specifications, except as modified in the contract documents. <br />
<br />
'''(H11.49)'''<br />
:Decorative pedestrian fencing system shall be supplied by only one manufacturer. Decorative pedestrian fencing system shall include all components except the <u>resin anchors</u> <u>U-bolts</u> and hardware<u>, and #4 bars welded to the U-bolts</u>. The assembly of the pickets to the rails and the rails to the posts shall be the same as the style mentioned for the manufacturer.<br />
<br />
'''(H11.50)'''<br />
:See Bridge Pre-qualified Products List (BPPL) for a list of approved manufacturers.<br />
<br />
'''(H11.51) Omit this note if resin anchors are used.'''<br />
:Substitution for the U-bolt cages will not be permitted.<br />
<br />
'''(H11.52) Omit this note if resin anchors are used.''' <br />
:U-bolts shall be ASTM F1554 Grade 36.<br />
<br />
'''(H11.53) Omit this note if resin anchors are used.'''<br />
:For details of pedestrian curb, see sheet No. __.<br />
<br />
'''(H11.54) Place following note with pedestrian curb or barrier details.'''<br />
:For details of decorative pedestrian fence, see sheet No. __.<br />
<br />
'''Use note (H11.55) to (H11.57) where the top of barrier is less than 9 inches wide or when the barrier is to be slip – formed and fence post attached to back face of barrier.'''<br />
<br />
'''(H11.55)'''<br />
:Resin anchors shall be ASTM F1554 Grade 36.<br />
<br />
'''Use note I2.1, I2.2 and I2.3.'''<br />
<br />
'''(H11.56)'''<br />
:For details of barrier, see sheet No. ___.<br />
<br />
'''(H11.57) Place following note with new barrier details.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for decorative fence.<br />
<br />
=== H12. Miscellaneous ===<br />
<br />
'''Construction Joint'''<br />
<br />
'''(H12.1)'''<br />
:Finish each side of joint with a 1/4 inch radius edging tool.<br />
<br />
'''Pin and Flat Hexagonal Nut'''<br />
<br />
<br />
'''(H12.2)'''<br />
:{|cellpadding="0"<br />
|Material:||Pin = ASTM A668 (Class F)<br />
|-<br />
|&nbsp;||Nut = ASTM A709 Grade 36<br />
|}<br />
<br />
<br />
'''Plastic Waterstop (Use in the barrier joints and parapet joints as specified in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.3 Plastic Waterstops|EPG 751.12.1.2.3 Plastic Waterstops]])'''<br />
<br />
'''(H12.3)'''<br />
:Plastic waterstop shall be placed in all formed joints, except structures with superelevation, use on lower joints only.<br />
<br />
'''(H12.4)'''<br />
:Cost of plastic waterstop, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
'''Sign Supports'''<br />
<br />
'''(H12.5)'''<br />
:Payment for furnishing and placing anchor bolts for sign supports will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H12.6)'''<br />
:Payment for furnishing and erecting approximately <u>&nbsp;&nbsp;&nbsp;</u> pounds of steel for sign supports will be considered completely covered by the contract lump sum price for Fabricated Sign Support Brackets.<br />
<br />
<br />
'''Plan of Slab: All Structures'''<br />
<br />
'''(H12.8)'''<br />
:Longitudinal slab dimensions are measured horizontally.<br />
<br />
== I. Revised Structures Notes ==<br />
<br />
<br />
=== I1. General ===<br />
<br />
'''(I1.0.1) Use “slab surface” for deck replacements. '''<br />
:Roadway surfacing adjacent to bridge ends shall match new bridge <u>slab surface</u> <u>wearing surface</u> (roadway item). <br />
<br />
'''(I1.0.2) '''<br />
:All concrete repairs shall be in accordance with Sec 704, unless otherwise noted. <br />
<br />
'''(I1.0.3) Use note when required for rush jobs.'''<br />
:Qualified special mortar in accordance with job special provisions may be used for half-sole repair <u>and deck repair with void tube replacement</u>.<br />
<br />
'''(I1.1)'''<br />
:Outline of existing work is indicated by light dashed lines. Heavy lines indicate new work.<br />
<br />
'''(I1.2)'''<br />
:Contractor shall verify all dimensions in field before finalizing the shop drawings. <br />
<br />
'''(I1.3)'''<br />
:Bars bonded in existing concrete not removed shall be cleanly stripped and embedded into new concrete where possible. If length is available, existing bars shall extend into new concrete at least 40 diameters for plain bars and 30 diameters for deformed bars, unless otherwise noted.<br />
<br />
<br />
'''Use Notes I1.4 and I1.5 where a broken concrete surface has no new concrete against it. Use bituminous paint below ground line and qualified special mortar above ground line.'''<br />
<br />
'''(I1.4)'''<br />
:The area exposed by the removal of concrete and not covered with new concrete shall be coated with an approved <u>bituminous paint</u> <u>qualified special mortar in accordance with Sec 704</u>.<br />
<br />
'''(I1.5) Use with joint filler joints with Asphaltic Concrete Wearing Surface.'''<br />
:Joint shall be cleaned per the manufacturer's recommendations. Cost of Concrete and Asphalt Joint Sealer and Backer Rod will be considered completely covered by contract unit price per other items included in the contract.<br />
<br />
'''(I1.6) Use as an asterisk note when tinting is specified on Bridge Memorandum adding corresponding asterisk to slab edge repair and superstructure repair (unformed) leader notes.'''<br />
:Match existing concrete color. Apply tinted sealer to blend repair to existing concrete.<br />
<br />
'''(I1.7) Effective for redeck jobs in June 2024 letting and later.'''<br />
:For adjusted girder deflection due to weight of new deck and barriers, see Bridge Electronic Deliverables.<br />
<br />
<br />
'''Concrete Slab with Wearing Surface'''<br />
<br />
'''(I1.10) Use note for all wearing surfaces except epoxy polymer wearing surfaces.'''<br />
:In order to maintain grade and a minimum thickness of wearing surface as shown on plans it may be necessary to use additional quantities of wearing surface at various locations throughout the structure. The cost of furnishing and installing the wearing surface will be considered completely covered in the contract unit price, including all additional labor, materials or equipment for variations in thickness of wearing surface.<br />
<br />
'''(l1.11) Use note for chip seals and polymer wearing surfaces.'''<br />
:The contractor shall exercise care to ensure spillage over joint edges is prevented and that a neat line is obtained along any terminating edge of the wearing surface.<br />
<br />
'''(l1.12) Use note only with preventive maintenance jobs.'''<br />
:Concrete for repairing concrete deck shall be a qualified special mortar in accordance with Sec 704 instead of the Class B-2 or B-1 concrete.<br />
<br />
'''(I1.13) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional concrete wearing surface and optional very early strength concrete wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional <u>Very Early Strength</u> Concrete Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Concrete Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Low Slump Concrete Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Silica Fume Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|CSA Cement Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional <u>very early strength</u> concrete wearing surfaces listed in<br/>the table. The optional <u>very early strength</u> concrete wearing surface method of measurement and<br/>basis of payment shall be in accordance with Sec 505. <br />
|}<br />
<br />
<br />
'''(I1.14) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional polymer wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Polymer Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Polymer Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Epoxy Polymer Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|MMA Polymer Slurry Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional polymer wearing surfaces listed in the<br/>table. The optional polymer wearing surface method of measurement and basis of<br/>payment shall be in accordance with Sec 623. <br />
|}<br />
<br />
'''(I1.15) Use note when specified on Bridge Memorandum.'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a black beauty type aggregate.<br />
<br />
'''(l1.16) Use note when specified on Bridge Memorandum. Requires non-standard special provision [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513].'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a high friction (HFST) aggregate in accordance with special provisions.<br />
<br />
'''(l1.17) Use note when specified on Bridge Memorandum.'''<br />
:Reflective deck cracks shall be treated in accordance with Sec 623. <br />
<br />
'''(l1.18) Use note with polyester polymer concrete (PPC) wearing surfaces.'''<br />
:Polyester polymer concrete may be substituted for Class B-2 concrete at locations of half-sole and full depth repairs. Deck repairs using polyester polymer concrete shall be placed following the procedures recommended by the manufacturer. The maximum lift height recommended by the manufacturer is not to be exceeded. Monolithic repairs are permitted when half the diameter or less of the top bar is exposed.<br />
<br />
<br />
'''Removal and Storage of Existing Bridge Rails'''<br />
<br />
'''(I1.20)'''<br />
:The existing bridge rails <u>and posts</u> shall be stored at a location as designated by the engineer on the MoDOT Maintenance Lot at <u>&nbsp;&nbsp;&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Extension of Box Culverts'''<br />
<br />
'''(I1.41)'''<br />
:Bottom of top slab, top of bottom slab, and inside faces of walls shall be built flush with the existing structure.<br />
<br />
'''(I1.42)'''<br />
:Bottom of new slab shall be built flush with the bottom of slab of the existing box and the height of walls varied as necessary to extend the walls into rock as specified.<br />
<br />
<div id="Making End Bents Integral"></div><br />
'''Making End Bents Integral'''<br />
<br />
'''(I1.51)'''<br />
:The exposed and accessible surfaces of the existing structural steel and bearings that will be encased in concrete shall be cleaned with a minimum of SSPC-SP-3 surface preparation and coated with a minimum of one coat of gray epoxy-mastic primer (non-aluminum) in accordance with Sec 1081 to produce a dry film thickness of not less than 3 mils before concrete is poured. The surface preparation and coating for girders shall extend a minimum of one foot outside the face of the girder encasement. Payment for cleaning and coating steel to be encased in concrete will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(I1.52) Use the underlined portion that matches the pay item listed in the Estimated Quantities table. Do not use “Reinforcing Steel” if it is listed in the Estimate Quantities for Slab on Steel table.'''<br />
:The ___ bars are segmented for ease of placement through girder web holes. The total bar length for ___ bars shown in Bill of Reinforcing Steel allows for one lap splice with a length of ___. Actual bar segment lengths to be determined by contractor for ease of installing bars. The contractor may use a mechanical bar splice in lieu of a lap splice. When a mechanical bar splice is used, the actual bar segment length will be determined by the contractor to accommodate manufacturer's recommendations for installation and ease of construction. The cost of furnishing and installing the bar splices will be considered completely covered by the contract unit price for <u>Reinforcing Steel</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>. No adjustment of the quantity of reinforcing steel will be allowed for the use of mechanical bar splices.<br />
<br />
'''(I1.53)'''<br />
:Cost of field drilling holes in existing <u>plate girder</u> <u>wide flange beam</u> webs will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''Curb Block-Out'''<br />
<br />
'''(I1.60)'''<br />
:7/8"&oslash; Threaded Rods with nuts and washers shall be used in place of 7/8"&oslash; Bolts (ASTM A307).<br />
<br />
'''(I1.61)'''<br />
:1"&oslash; holes shall be drilled through existing end post for placement of 7/8"&oslash; threaded rods, nuts, and washers.<br />
<br />
'''(I1.62) Use the following note for curb blockouts on curb and parapet rails with handrails where asbestos is present.'''<br />
: Asbestos (Friability Category II NF) has been detected in the insulation compound between the top of the existing concrete parapet and the base of the existing handrail posts. The contractor has the option to remove the handrail and posts or leave in place. Should the contractor elect to remove the handrail and posts, the contractor will be required to use a licensed abatement contractor during the removal. No direct payment will be made for removal of the handrail and posts, or for asbestos abatement. The described work will be considered completely covered by the contract unit price for other items in the contract.<br />
<br />
<br />
'''In "General Notes:" section of plans, place the following note under the heading "Miscellaneous:" when existing longitudinal dimensions are used.'''<br />
<br />
'''(I1.63)'''<br />
:Longitudinal dimensions are based on the original design plans.<br />
<br />
'''In "General Notes:" section of plans, place the following two notes under the heading "Beam Support:" when strengthening existing beams under traffic.'''<br />
<br />
'''(I1.64''')<br />
:All existing beams in the span being strengthened shall be raised simultaneously Dimension H at jacking point and supported during welding of new steel plates.<br />
<br />
'''(I1.65)'''<br />
:The temporary supports must be capable of safely supporting a service load of approximately Load J tons per beam (factor of safety not included). See special provisions.<br />
<br />
'''(I1.66)'''<br />
:<math>\, *</math> Scarification not required for Asphaltic Concrete, MMA Polymer Slurry and Epoxy Polymer Wearing Surfaces. <br />
<br />
<div id="Rock Blanket"></div><br />
<br />
'''Rock Blanket'''<br />
<br />
'''(I1.70) Use note for redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA.'''<br />
<br />
:The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item)<br />
<div id="(I1.71) Use"></div><br />
'''(I1.71) Use only when specified on the Bridge Memo or Design Layout.'''<br />
<br />
:Rubblized concrete from the existing bridge deck that qualifies as clean fill may be placed on spill slopes at end bents above ordinary high water line (Roadway item).<br />
<br />
=== I2. Resin & Cone Anchors ===<br />
<br />
'''Use Resin Anchors unless concrete depths are insufficient.'''<br />
<br />
'''(I2.1)'''<br />
:The contractor shall use one of the qualified resin anchor systems in accordance with Sec 1039.<br />
<br />
'''(I2.2) * Pay item in which resin anchor system is embedded.'''<br />
:Cost of furnishing and installing the resin anchor systems, complete in place, will be considered completely covered by the contract unit price for <u>*</u>.<br />
<br />
'''(I2.3)'''<br />
:The minimum embedment depth in concrete with f'<sub>c</sub> = 4,000 psi for the resin anchor systems shall be that required to meet the minimum ultimate pullout strength in accordance with Sec 1039 but shall not be less than 5".<br />
<br />
'''Note to designer:'''<br/>A minimum factor of safety of 2 should be used when determining the number of anchors to be used.<br />
<br />
'''(I2.4)(Use when reinforcing steel is substituted for the threaded rod stud.)'''<br />
:<u>A</u> <u>An epoxy coated</u> #<u>****</u> Grade 60 reinforcing bar <u>*****</u> long shall be substituted for the <u>******</u>&oslash; threaded rod.<br />
<br />
<br />
{|<br />
|****||Bar size.<br />
|-<br />
|*****||Length of bar required by design.<br />
|-<br />
|******||Diameter of threaded rod.<br />
|}<br />
<br />
<br />
'''Cone Expansion Anchors'''<br />
<br />
'''(I2.30) *** Pay item in which cone expansion anchor is embedded.'''<br />
:Cost of furnishing and installing cone expanson anchor will be considered completely covered by the contract unit price for <u>***</u>.<br />
<br />
'''(I2.31)'''<br />
:The <u>*</u>" diameter cone expansion anchors shall have a minimum ultimate pullout strength of <u>**</u> lbs. in concrete with f'<sub>c</sub> = 4,000 psi.<br />
<br />
{|style="text-align:center;" <br />
|-<br />
|width="100pt"|* DIAMETER||width="100pt"|** PULLOUT<br />
|-<br />
|3/8"||3,900<br />
|-<br />
|1/2"||7,500<br />
|-<br />
|5/8"||10,800<br />
|-<br />
|3/4"||12,000<br />
|}<br />
<br />
=== I3. Special Repair Zones - Deck Repair Notes for CIP Continuous Concrete Box Girder, Voided Slab and Solid Slab Spans (Notes for Bridge Standard Drawings RHB03 & RHB04)===<br />
<br />
'''Use applicable notes I3.1 thru I3.6 under the special repair zones heading in the deck repair notes. The special repair zones heading shall follow the order of repair heading.'''<br />
<br />
'''(I3.1) Use for structures using conventional deck repair only (no hydro demolition). '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed prior to work in Zone A. <br />
<br />
'''(I3.2) Use for structures with multiple column bents.''' <br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are completed and properly cured.</u><br />
<br />
'''(I3.3) Use for structures with single column bents. '''<br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time except for the zones directly adjacent to the centerline of bent. If either of the zones adjacent to centerline of bent has a single repair area of over 10 square feet or a total repair area of over 20 square feet, that zone shall be repaired before removing concrete in the other zone of the same designation at that bent. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are complete and properly cured.</u><br />
<br />
'''(I3.4) Use for hydro demolition projects. '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed post-hydro demolition. <br />
<br />
'''(I3.5)'''<br />
:Removal and deck repair shall be completed in one special repair zone and concrete shall have attained a compressive strength of 3200 psi before work can be started in the next special repair zone.<br />
<br />
'''(I3.6) Use for voided or solid slab structure.'''<br />
:If any single repair area does not exceed 4 square feet in size and the total repair area within a special repair zone does not exceed 12 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''Use for voided slab structures, place applicable notes I3.10 thru I3.12 under the void repair heading in the deck repair notes. The void repair heading shall follow the special repair zones heading.'''<br />
<br />
'''(I3.10) '''<br />
:Any damage sustained to the void tube as a result of the contractor's operations shall be patched or replaced as required by the engineer at the contractor's expense. <br />
<br />
'''(I3.11) Underline portion only required for Hydro Demo Case 2 details.'''<br />
:An exposed void in the deck shall be patched as approved by the engineer in a manner that shall maintain the void area completely free of concrete. Cost of patching an exposed void will be considered completely covered by the contract unit price for Half-Sole Repair <u>inside special repair zones and Monolithic Deck Repair outside special repair zones</u>. <br />
<br />
'''(I3.12) Use when deck repair with void tube replacement is required.'''<br />
:When a deteriorated portion of the void tube is beyond the point of patching as determined by the engineer, the portion of the deteriorated void tube shall be replaced. The void area shall be maintained completely free of concrete. Cutting of the longitudinal reinforcing steel will not be permitted. The fiber tubes for producing the voids shall have an outside diameter with the wall thickness the same as the existing tubes and anchored at not more than the original spacing. Cost of replacing the void tube will be considered completely covered by the contract unit price for Deck Repair with Void Tube Replacement. Measurement will be horizontal projection of the area of exposed tube in plan.<br />
<br />
<br />
'''Use for box and deck girder structures, place applicable notes I3.16 thru I3.22 as a continuation of the special repair zones heading in the deck repair notes. '''<br />
<br />
'''(I3.16)'''<br />
:Total width of full depth repair shall not exceed 1/3 of the deck width at one time. For any area of deck repair that extends over a web and is more than 18 inches in length along the web, the concrete removal <u>including removal with hydro demolition</u> shall stop at the centerline of web and repair completed in this area. Prior to continuing work in this area, the concrete shall have attained a compressive strength of 3200 psi. No traffic shall be permitted over the web that is undergoing repair. <br />
<br />
'''(I3.17)'''<br />
:When the full depth repair extends over a diaphragm or web and the deteriorated concrete extends into the diaphragm or web, all deteriorated concrete shall be removed and replaced as full depth repair. Concrete in webs shall not be removed below the slab haunch of the girder without prior review and approval from the engineer.<br />
<br />
<br />
'''Use notes I3.20 and I3.22 for box girder structures only. '''<br />
<br />
'''(I3.20)'''<br />
:Interior falsework installed by the contractor resting on the bottom slab shall be removed where entry access is available.<br />
<br />
'''(I3.21) This applies for each zone and not similarly lettered zones as a group. '''<br />
:If any single repair area does not exceed 9 square feet in size and the total repair area within a special repair zone does not exceed 27 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''(I3.22)'''<br />
:Half-sole repair in the special repair zone, on either side of the intermediate bents, shall be to a depth that will not expose half the diameter of the longitudinal reinforcing bar. Full depth repair shall be made when removal of deteriorated concrete exposes half or more of the diameter of the longitudinal reinforcing bar. <br />
<br />
'''(I3.30) Use for hydro demolition projects.''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; (2) equals ¼ inch; and (3) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface plus (1) of existing deck.</u><br />
:<u>2. Power wash deck to identify sound and unsound existing deck repair.</u><br />
:3. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. <u>Removal of existing deck repair</u><br />
::<u>b.</u> Half-sole repair<br />
::<u>c. Deck repair with void tube replacement</u><br />
::<u>d. Full depth repair</u><br />
:<u>4. Outside special repair zones, remove existing deck repair.</u><br />
:5. Complete total surface hydro demolition, removing (2) minimum of sound concrete inside special repair zones and removing (3) minimum of sound concrete and all deteriorated concrete outside special repair zones.<br />
:6. Sound deck and if needed complete incidental concrete removal.<br />
:''(Guidance: Use for Case 1 RHB03)''<br />
:<u>7. Outside special repair zones, complete full depth repair.</u><br />
:''(Guidance: Use for Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:<u>7. Outside special repair zones, complete the following repairs:</u><br />
::<u>a. Half-sole repair</u> ''(Guidance: Case 2 RHB04)''<br />
::<u>b. Deck repair with void tube replacement</u> ''(Guidance: Case 1 & 2 RHB04)''<br />
::<u>c. Full depth repair</u> ''(Guidance: Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:8. Place new wearing surface including additional material for areas of monolithic deck repair.<br />
<br />
'''(I3.31) Use for non-hydro demolition projects (conventional deck repair only).''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface</u> <u>plus (1) of existing deck.</u><br />
:2. Sound deck to identify areas in need of repair.<br />
:3. Outside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:4. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:5. Place new wearing surface.<br />
<br />
===I4. Fiber Reinforced Polymer (FRP) Wrap - Bent Cap Shear Strengthening===<br />
<br />
'''(I4.1)''' <br />
:Design force is the factored shear force at any cross section in each design region that shall be resisted entirely by the FRP reinforcement.<br />
<br />
'''(I4.2)''' <br />
:See special provisions.<br />
<br />
===I5. Fiber Reinforced Polymer (FRP) Wrap – Intermediate Bent Column Strengthening for Seismic Details for Widening. Report following notes on Intermediate bent plan details.===<br />
<br />
'''(I5.1)''' <br />
:Factored axial resistance of new columns = _____ kip and factored axial resistance of existing columns = _____ kip. The factored axial resistance of the existing column with FRP wrap shall not be less than the factored axial resistance of the new columns.<br />
<br />
'''(I5.2)''' <br />
:See special provisions.<br />
<br />
== J. MSE Wall Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== J1. General ===<br />
<br />
'''(J1.1)'''<br />
:For strength limit state and <u>extreme event limit state</u>, the wall designer to confirm that the minimum Capacity to Demand Ratio (CDR) for bearing, sliding, overturning, eccentricity, and internal stability is greater than equal to 1.0. MSE wall designer shall include this note on shop drawings.<br />
:<u>For Extreme Event I limit state, the wall designer shall design wall for Ɣ<sub>EQ</sub> = 0.5.</u><br />
<br />
'''(J1.2) Use either or both factored bearing resistance notes for foundation ground with appropriate value(s) as determined by the Geotechnical Section and reported in the Foundation Investigation Geotechnical Report times resistance factor and use the following maximum applied factored bearing stress instructional note. Extreme event portions of the instructional note shall be included when seismic design is required for category B, C, or D or when collision loads are considered.'''<br />
:<u>For unimproved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:<u>For improved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:The maximum applied factored bearing stress for the strength <u>and extreme event</u> limit state(s) at the foundation level shall be shown on the shop drawings and shall be less than the factored bearing resistance.<br />
<br />
'''(J1.3) Use the underlined portion when limits of improved foundation ground is required by Geotechnical Section.''' <br />
:Factored bearing resistance <u>and limits of improved foundation ground</u> shall be used as shown on the plans. No adjustments are allowed.<br />
<br />
'''(J1.4) Use for MSE walls that support another structure foundation (i.e. support abutment fill, building or Bridge MSE wall) in SDC B or C (seismic zone 2 or 3). Use for all MSE walls in SDC D.''' <br />
:<u>Seismic analysis provisions shall not be ignored for MSE wall design.</u><br />
<br />
'''(J1.5) Use for MSE walls that do not support another structure foundation (i.e. Not supporting abutment fill or building (District MSE wall) in SDC B or C (seismic zone 2 or 3)) and only if Geotechnical report allow otherwise use note J1.4. Use note J1.4 for all MSE walls in SDC D.''' <br />
:<u>No-Seismic-Analysis provisions may be considered for MSE wall design in accordance with LRFD 11.5.4.2.</u><br />
<br />
'''(J1.6) Use for MSE walls when traffic barrier is provided in front of MSE wall.'''<br />
:The cost of joint filler and joint seal, complete in place, will be considered completely covered by the contract unit price for Concrete Traffic Barrier (Type <u>B</u> <u>D</u>). See Roadway Plans. <br />
<br />
'''(J1.7)'''<br />
:&oslash;<sub>b</sub> = <u>&nbsp; &nbsp;</u>&deg; and Unit weight, Ɣ<sub>b</sub> = ___pcf for retained backfill material to be retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.8) Use either or both foundation parameter notes for foundation ground as determined by the Geotechnical Section and reported on the Foundation Investigation Geotechnical Report.'''<br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for unimproved foundation ground where wall is to bear.</u><br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for improved foundation ground where wall is to bear.</u><br />
<br />
'''(J1.9)'''<br />
:Contractor shall include design ø<sub>r</sub> (actual ø<sub>r</sub> &ge; 34&deg; and the total unit weight, Ɣ<sub>r</sub>, for the select granular backfill (reinforced backfill and wedge area backfill) for structural systems on shop drawings. Contractor shall identify source of select granular backfill material, submit proctor in accordance with AASHTO T 99 (ASTM D698) and gradation with the shop drawings. When backfill material is too coarse to develop a proctor curve the contractor shall determine the maximum dry density (relative density) in accordance with ASTM D4253 and ASTM D4254 and assume percent passing the 200 sieve for optimum water content.<br />
<br />
:Total unit weight, Ɣ<sub>r</sub> = (95% compaction) x (maximum dry density) x (1 + optimum water content) <br />
<br />
'''(J1.10)'''<br />
:Design Ф<sub>r</sub> = 34&deg; for the select granular backfill (reinforced backfill) only for structural systems.<br />
<br />
'''(J1.11)'''<br />
:All concrete for leveling pad <u>and coping</u> shall be Class B or B-1 with f'<sub>c</sub> = 4000 psi.<br />
<br />
'''(J1.12) '''<br />
:The minimum compressive strength of concrete for <u>precast modular panel</u> <u>precast modular (drycast and wetcast) block</u> shall be 4,000 psi in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1052].<br />
<br />
'''(J1.13) For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Use this note if epoxy coated reinforcements required for MSE wall.'''<br />
:Precast modular panel, drycast modular, wetcast modular block and coping (or capstone) reinforcement shall be epoxy coated.<br />
<br />
'''(J1.14)'''<br />
:Soil reinforcement shall be spaced to avoid roadway drop inlet behind wall.<br />
<br />
'''(J1.15)'''<br />
:A filter cloth meeting the requirements for a Separation Geotextile material shall be placed between the select granular backfill for structural systems and the backfill being retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.16) Use for all precast modular panel wall systems.'''<br />
:Minimum 18” wide geotextile strips shall be centered at vertical and horizontal joints of panel. Geotextile material shall be adhered to back face of panel using an adhesive compound supplied by the manufacturer. All edges of each fabric strip shall provide a positive seal. A minimum 12” overlap shall be provided between spliced filter fabric. <br />
<br />
'''(J1.17) Use for all precast modular panel wall systems.''' <br />
:Coping shall be required on this structure. When CIP coping sections extend beyond the limits of a single panel, bond breaker (roofing felt or other approved alternate) between wall panel and coping is required. Coping joints shall use ¾-inch chamfers and shall be sealed with ¾-inch joint filler. Coping reinforcement shall terminate 1 ½-inch minimum from face of coping joint.<br />
<br />
'''(J1.18) '''<br />
:Wall contractor shall show the following items on the design drawings and/or on the fabricator shop drawings. <br />
::1. Leveling pad horizontal.<br />
::2. Leveling pad length and step elevations shall be based on wall manufacture’s recommendation. Top of leveling pad elevations shall not be higher than theoretical top of leveling pad elevations shown on these plans.<br />
<br />
'''Use for drycast modular block wall system or wetcast modular block wall system unless either wall system is to be built vertical.'''<br />
<br />
'''(J1.19)'''<br />
:The top and bottom elevations are given for a vertical wall. The height of the wall shall be adjusted as necessary to fit the ground slope and the concrete leveling pad shall be adjusted as necessary to account for the wall batter. If a fence is built on an extended gutter, then the height of the wall shall be adjusted further.<br />
:The baseline of the wall shown is for a vertical wall. This baseline shall correspond to Elevation _____.<br />
<br />
'''(J1.20)'''<br />
:The contractor shall be solely responsible to coordinate construction of the wall with bridge and roadway construction and ensure that the bridge and roadway construction, resulting or existing obstructions, shall not impact the construction or performance of the wall. Soil reinforcement shall be designed and placed to avoid damage by pile driving, guardrail post installation, utility and sign foundations. (See Roadway and Bridge plans.)<br />
<br />
'''PREQUALIFIED MSE WALL SYSTEMS'''<br />
<br />
'''(J1.21) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
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!colspan="6" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|MSE Wall Systems Data Table<br />
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!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Proprietary Wall<br/>Systems<br />
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|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
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|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
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!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
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|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
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|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
|colspan="6" align="left"|MSE Wall Systems Data Table is to be completed by MoDOT construction personnel<br/> to record the manufacturer of the proprietary wall system or the manufacturers of the<br/>combination wall system that was used for constructing the MSE wall.<br />
|}<br />
<br />
'''(J1.22) Use for all precast modular panel wall systems. Use for drycast modular block wall system or wetcast modular block wall system if either system is to be built vertical.'''<br />
:<u>The MSE wall system shall be built vertical.</u><br />
<br />
'''(J1.23) Use when the type of MSE wall system is not optional.'''<br />
:The MSE wall system shall be a <u>drycast modular block or wetcast modular block</u> <u>precast modular panel</u> wall system.<br />
<br />
'''(J1.24)'''<br />
:Topmost layer of reinforcement shall be fully covered with select granular backfill for structural systems, as approved by the wall manufacturer, before placement of the Separation Geotextile.<br />
<br />
'''(J1.25)''' <br />
:Minimum ____ diameter perforated PVC or PE pipe. <br />
<br />
'''(J1.26)'''<br />
:Manufacturer shall show drain details on design plans to be submitted as shown on MoDOT MSE wall plans and/or roadway plans. <br />
<br />
'''(J1.27)'''<br />
:Contractor shall modify the drain details as shown if it will improve flow as may be the case for a stepped leveling pad, and for an uneven ground line (approval of the engineer required).<br />
<br />
'''(J1.28) '''<br />
:Select granular backfill shall extend a minimum of 12" beyond the end of all soil reinforcement. Where the angle, Ɵ, between the retained backfill excavation/fill line and the horizontal is less than 90°, the wedge area backfill between Ɵ and 90° shall be filled with select granular backfill for structural systems meeting the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010].<br />
::- For 45° < Ɵ ≤ 90°, properties for retained backfill shall be used for active force computations.<br />
::- For Ɵ ≤ 45°, contractor shall have the option to use properties for select granular backfill, Ф<sub>r</sub>, or better aggregate material for active force computations in the wedge area backfill. For active force computations, the angle of internal friction for wedge area backfill material, Ф<sub>r</sub>, shall be limited to 34° unless determined otherwise in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010]. If Ф<sub>r</sub> > 34° is desired for wedge area backfill then test report shall be submitted with manufacturer's design plans. Ф<sub>r</sub> shall not be greater than 40°. Final configuration of this option shall be sent to Geotechnical Section for a new overall global stability analysis. Design Ф<sub>r</sub>° shall be shown on the manufacturer's design plans if used. <br />
:The slope excavation line shall be benched and separation geotextile shall be placed between the retained backfill and either select granular backfill or better aggregate material, and between the select granular backfill and better aggregate material.<br />
:Show range of acceptable theta (Ɵ) angle on shop drawings which must be consistent with design computations and proposed construction of wall. Show active force computation properties (Ф° = Ф<sub>r°</sub> and γ = γ<sub>r</sub> or Ф° = Ф<sub>b°</sub> and γ = γ<sub>b</sub>) on shop drawings and in design computations. Coordination between wall designer (manufacturer) and contractor is required before shop drawing submittal.<br />
<br />
:{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="5" style="background:#BEBEBE"| Material Properties Used In Design<br />
|-<br />
!colspan="2" style="background:#BEBEBE"|Reinforced Fill/Select Granular Backfill!!colspan="2" style="background:#BEBEBE"|Active Force Computations!! style="background:#BEBEBE" width="125"|Foundation<br />
|-<br />
|width="80"|ф<sub>r</sub>°||width="80"| γ<sub>r</sub> (pcf) ||width="80"| ф° ||width="80"|γ (pcf) ||width="80"| ø<sub>f</sub>°<br />
|-<br />
| &nbsp; || || || || <br />
|}<br />
<br />
:MSE Wall designer shall include table on shop drawings and provide values used in the design computations. Effects of cohesion shall be ignored unless approved by the engineer.<br />
<br />
'''Use Notes J1.29 thru J1.33 for all precast modular panel wall systems'''<br />
<br />
'''(J1.29)'''<br />
:Inverted U-shape reinforced capstone may be used in lieu of coping. Panel dowels for level-up concrete shall be required, and provided by manufacturer. The dowels shall be field trimmed to clear the capstone by a minimum of 1 1/2 inches and a maximum of 2 1/2 inches.<br />
<br />
'''(J1.30) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than or equal to 10 feet. <br />
<br />
'''(J1.31)'''<br />
:Aluminized soil reinforcement shall have edges coated with coating material per manufacturer.<br />
<br />
'''(J1.32) Use for MSE Walls when there may be contact between dissimilar metals.'''<br />
:All steel soil reinforcements shall be separated from other metallic elements by at least 3 inches. <br />
<br />
'''(J1.33)''' <br />
:Use default values for the pullout friction factor, F<sup>*</sup>, in accordance with LRFD figure 11.10.6.3.2-2 and default value for scale effect correction factor, α, in accordance with LRFD table 11.10.6.3.2-1. For approved steel strips not shown in LRFD figure 11.10.6.3.2-2, use F<sup>*</sup> ≤ 2.0 at zero depth and F<sup>*</sup> ≤ Tan Ф<sub>r</sub> at 20 feet depth and Фr design = 34°. F<sup>*</sup> and α values shall be shown on the shop drawings.<br />
<br />
'''(J1.34) Use for all MSE wall plans.'''<br />
:The MSE wall system shall be built in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 720].<br />
<br />
'''(J1.35) Use for MSE Walls when there may be obstructions in reinforced soil mass.'''<br />
:The splay angle should be less than 15° and tensile capacity of splayed reinforcement shall be reduced by the cosine of the splay angle. Soil reinforcement shall clear the obstruction by at least 3 inches.<br />
:No reinforcement shall be left unconnected to the wall face or arbitrarily cut/bent in the field to avoid the obstruction.<br />
:Where interference between the vertical obstruction and the soil reinforcement is unavoidable, the design of the wall near the obstruction may be modified using one of the alternatives in FHWA-NHI-10-024, Section 5.4.2. Show detail layout on the drawings. For wall designs with horizontal obstructions in reinforced soil mass, see FHWA-NHI-10-024, Section 5.4.3.<br />
<br />
'''Use Notes J1.36 thru J1.40 for drycast modular block wall systems or wetcast modular block wall systems.'''<br />
<br />
'''(J1.36) Permanent shims for drycast modular block wall systems or wetcast modular block wall systems:'''<br />
:Permanent shims will be sparingly allowed to maintain horizontal and vertical control. The preferable shim shall be made of a plastic material that will not rust, stain, rot or leach onto the concrete and has a minimum compressive strength equal to block wall unit. Steel or wood shims will not be allowed. Shims shall not exceed 3/16 inch in thickness and shall distribute load in order to not induce stress into block wall units. No shim shall be used between the concrete leveling pad and the base course of the block wall.<br />
<br />
'''(J1.37)''' <br />
:Holes shall be 5/8-inch round and extended 4 inches into the third layer of blocks, recessed 2 inches deep by 1 1/2 inches round.<br />
<br />
'''(J1.38)'''<br />
:Rods or reinforcing bars shall be secured by an approved resin anchor system in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1039].<br />
<br />
'''(J1.39)'''<br />
:Recess hole shall be backfilled with non-shrink cement grout.<br />
<br />
'''(J1.40) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than 10 feet. <br />
<br />
'''(J1.41) Use when interior angle between two precast modular panel walls is less than or equal to 70°.'''<br />
:When interior angle between two walls is less than or equal to 70°, the affected portion of the MSE wall shall be designed as an internally tied bin structure with at-rest earth pressure coefficients. Acute angle corner structures shall not be stand-alone separate structures. For additional design steps see (FHWA-NHI-10-024).<br />
<br />
'''Use for all MSE wall plans.''' <br />
<br />
'''(J1.42) '''<br />
:Excavation quantities and pay items are given on the roadway plans. Excavation quantities are based on a soil reinforcement length of _____ ft. The soil reinforcement length may vary based upon the wall design selected by the contractor. Plan excavation quantities will be paid regardless of any actual quantities removed based on the soil reinforcement length and design selected.<br />
<br />
'''(J1.43) For staged bridge construction with MSE walls at the abutments show following note on the plan details when temporary MSE wall is required. Also use note J1.41 when interior angle between two walls is 65° to 70°.'''<br />
:Contractor shall be responsible for the internal stability, external stability, compound stability, and overall global stability of the temporary MSE wall structure. The soil parameters assumed for the temporary MSE wall design shall be those shown on the plan details for the MSE Wall and shown in the foundation report. The contractor shall submit the proposed method of temporary MSE wall construction to the engineer prior to beginning work.<br />
:See special provisions.<br />
<br />
== K. Approach Slab Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== K1. General ===<br />
<br />
'''(K1.1) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:All concrete for the bridge approach slab <u>and sleeper slab</u> shall be in accordance with Sec 503 (f'<sub>c</sub> = 4,000 psi).<br />
<br />
'''(K1.2)'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed fiber expansion joint filler, except as noted.<br />
<br />
'''(K1.3) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab <u>and the sleeper slab</u> shall be epoxy coated Grade 60 with F<sub>y</sub> = 60,000 psi.<br />
<br />
'''(K1.4)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<div id="(K1.5.1)"></div><br />
<br />
'''(K1.5.1) Use for Bridge Approach Slab (Major Road).'''<br />
:The reinforcing steel in the bridge approach slab and the sleeper slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 24 inches for #5 bars and 40 inches for #6 bars, or by mechanical bar splice.<br />
<br />
'''(K1.5.2) Use for Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 26 inches for #4 bars, or by mechanical bar splice.<br />
<br />
'''(K1.6) Use underline portion when mechanical bar splices are required due to staged construction. '''<br />
:Mechanical bar splices shall be in accordance with Sec 710. <u>(Estimated ____ splices per slab) </u><br />
<br />
'''(K1.7)'''<br />
:<math>\, *</math> Seal joint between vertical face of approach slab and wing with sealant in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(K1.11)'''<br />
:The contractor shall pour and satisfactorily finish the <u>bridge</u> <u>semi-deep</u> slab before placing the bridge approach slab.<br />
<br />
'''(K1.12)'''<br />
:Longitudinal construction joints in approach slab <u>and sleeper slab</u> shall be aligned with longitudinal construction joints in <u>bridge</u> <u>semi-deep</u> slab.<br />
<br />
'''(K1.13) Use for Bridge Approach Slab (Major Road)'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the approach slab, including the timber header, sleeper slab, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Major Road) per square yard.<br />
<br />
'''(K1.14a) Use for Bridge Approach Slab (Minor) – Concrete Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the concrete bridge approach slab, including the timber header, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.14b) Use for Bridge Approach Slab (Minor) – Asphalt Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the asphalt bridge approach slab, including tack, curb and Type 5 aggregate base within the pay limits shown, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.15) Use for Bridge Approach Slab (Major Road) and Bridge Approach Slab (Minor Road) – Concrete Slab Only'''<br />
:For concrete approach pavement details, see roadway plans.<br />
<br />
'''(K1.16) Use for Bridge Approach Slab (Major Road)'''<br />
:See Missouri Standard Plan 609.00 for details of Type A curb.<br />
<br />
'''(K1.17) Use for Bridge Approach Slab (Minor Road) – Asphalt Slab Only'''<br />
:See Missouri Standard Plan 609.00 for details of Type S curb. <br />
<br />
'''(K1.18)'''<br />
:With the approval of the engineer, the contractor may crown the bottom of the approach slab to match the crown of the roadway surface.<br />
<br />
'''(K1.19) <font color="purple">[MS Cell]</font color="purple"> Use boxed note for Bridge Approach Slab (Minor Road)'''<br />
<br />
{|style="padding: 0.3em; margin-left:1px; border:1px solid #000000; background:#ffffff" text-align:center; font-size: 95%; width="380px" align="center" <br />
|-<br />
|colspan="2"|MoDOT Construction personnel will indicate the bridge approach slab used for this structure:<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Concrete Bridge Approach Slab<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Asphalt Bridge Approach Slab<br />
|}<br />
<br />
'''(K1.20)'''<br />
:Drain pipe may be either 6" diameter corrugated metallic-coated pipe underdrain, 4" diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4" diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes&diff=58589751.50 Standard Detailing Notes2026-05-06T14:05:45Z<p>Hoskir: /* G7. Steel HP Pile */ g7.2 updated per RR4181</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="300px" align="right" <br />
|-<br />
|align="center"| '''Copying Detailing Notes from EPG to MicroStation Drawings'''<br />
|-<br />
|'''<font color="purple">[MS Cell]</font color="purple">''' in the standard detailing notes indicates those notes are available in MicroStation note cells because of the drawing associated with the note. <br />
|-<br />
|Please refer to [[media:751.50 Copying Detailing Notes May 2014.docx|Copying Detailing Notes from EPG to MicroStation Drawings]] for additional information.<br />
|}<br />
'''Underlined Portions of Notes:''' Underlined portions of standard detailing notes that are not applicable may be omitted.<br />
<br />
<br />
== A. General Notes ==<br />
<br />
=== A1. Design Specifications, Loadings & Unit Stresses and Standard Plans===<br />
<br />
'''The format for these notes as they would appear on the plans is as follows with the indention shown being optional. For additional applicable notes for MSE walls, see [[#J. MSE Wall Notes (Notes for Bridge Standard Drawings)|J. MSE Wall Notes]].'''<br />
<br />
:'''General Notes:'''<br />
<br />
::''' Design Specifications:'''<br />
:::A1.1<br />
<br />
::'''Design Loading:'''<br />
:::A1.2<br />
<br />
::''' Design Unit Stresses:'''<br />
::: A1.3 <br />
<br />
::'''Standard Plans: '''<br />
:::A1.4<br />
<br />
<br />
'''(A1.1) Design Specifications: '''<br />
<br />
'''Use for all LRFD standard culverts-bridge designs in which the design and/or details are completely covered by the Missouri Standard Plans for Highway Construction and/or EPG 751.8 in accordance with the following design specifications. '''<br />
<br />
:::2010 AASHTO LRFD Bridge Design Specifications and 2010 Interim Revisions<br />
<br />
'''Use for all LRFD bridge final designs initiated on or after June 1, 2020.'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
<br />
'''Use for all LRFD bridge final designs initiated before June 1, 2020.'''<br />
<br />
:::2017 AASHTO LRFD Bridge Design Specifications (8th Ed.)<br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated after June 1, 2024.'''<br />
<br />
:::<u>2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.)</u><br />
:::<u>Seismic Design Category = A</u> (<u>Nonseismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category =</u> <u>B</u> <u>C</u> <u>D</u> (<u>Complete Seismic Analysis</u> <u>Seismic Details plus Abutment Seismic Design</u>)<br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>__(2)</u> <br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated before June 1, 2024.'''<br />
<br />
:::<u>2011 AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Ed.) and 2014 Interim Revisions</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category = __</u> <br />
:::<u>Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> = __</u><br />
:::<u>Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = __</u> <br />
<br />
'''Use for all LFD bridge final designs.'''<br />
:::2002 AASHTO LFD (17th Ed.) Standard Specifications<br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = __</u><br />
:::<u>Acceleration Coefficient = __ </u><br />
:::<u>Bridge Deck Rating = (1)</u><br />
<br />
'''Use for all LRFD retaining wall (Conventional retaining wall, MSE wall or other) final designs. For additional applicable notes for MSE walls, see [[751.50_Standard_Detailing_Notes#J._MSE_Wall_Notes_.28Notes_for_Bridge_Standard_Drawings.29|J. MSE Wall Notes]].'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
:::2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.) <br />
:::<u>Seismic Design Category = A (Seismic Zone 1)</u><br />
:::<u>Seismic Design Category = B (Seismic Zone 2)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = C (Seismic Zone 3)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = D (Seismic Zone 4) (Seismic Analysis)</u><br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>(2)</u><br />
<br />
(1) Use when repairing concrete deck. The rating (3 to 9) is from the bridge inspection report.<br />
<br />
(2) Use value for A<sub>s</sub> per Geotech report/Design layout or N/A if not reported in Geotech report/Design layout. If A<sub>s</sub> > 0.75 then use A<sub>s</sub> = 0.75.<br />
<br />
(3) Use “No seismic analysis” if retaining wall is not supporting another structure foundation (i.e. not supporting abutment fill or building) and only if Geotech report allow this option.<br />
<br />
<div id="(A1.2) Design Loading:"></div><br />
'''(A1.2) Design Loading:'''<br />
<br />
'''Use for all LRFD bridge, retaining wall and culvert final designs.'''<br />
::Vehicular = HL-93 <u>minus lane load</u> (1)<br />
:: <u>No</u> <u>Future Wearing Surface</u> <u>= 35 lb/sf</u><br />
::<u>Defense Transporter Erector Loading</u><br />
::Earth = 120 lb/cf (4 6)<br />
::Equivalent Fluid Pressure = <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
'''Use for all LFD bridge final designs.'''<br />
::<u>HS20-44</u> <u>HS20 Modified</u> <u>(4)</u> <u>(5)</u> <br />
::<u>35 lb/sf</u> <u>No</u> Future Wearing Surface<br />
::<u>Military 24,000 lb Tandem Axle</u> <u>(5)</u> <br />
::<u>Defense Transporter Erector Loading</u> <u>(5)</u> <br />
::Earth 120 lb/cf, Equivalent Fluid Pressure <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::Fatigue Stress - <u>Case I</u> <u>Case II</u> <u>Case III</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
For rehabilitation of decks originally designed using above loads, specify using current wording when the original wording varies from that now used (“Military” used to be specified as “Modified”). <br />
<br />
(1) Include for all culverts and culverts-bridges unless lane load is used.<br />
<br />
(2) For bridges and retaining walls use "45 lb/cf (Min.)" unless the Ø angle requires using a larger value. For box culverts use "30 lb/cf (Min.), 60 lb/cf (Max.)".<br />
<br />
(3) Use with all prestressed concrete structures. Omit underline portions for single spans. <br />
<br />
(4) For rehabilitation of decks originally designed using loads other than those shown, specify loading as shown on original plans.<br />
<br />
(5) For rehabilitation of decks specify the original design year in parentheses, e.g. (1965).<br />
<br />
(6) Unless different value is provided in the Geotechnical report.<br />
<br />
<br />
'''(A1.3) Use for LRFD. (For ASD, LFD, and allowable stresses, see Development Section.)'''<br />
<br />
::'''Design Unit Stresses:'''<br />
::{|<br />
|Class B Concrete (Substructure)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B Concrete (Retaining Wall)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B-2 Concrete (Drilled Shafts & Rock Sockets)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Superstructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except<br/> &nbsp; Prestressed <u>Girders</u> <u>Beams</u> and Barrier) || ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Substructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Box Culvert)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Barrier)|| ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except Barrier)|| ||valign="bottom"| f'c = 4,000 psi (1)<br />
|-<br />
|Reinforcing Steel (Grade 40)|| ||f<sub>y</sub> = 40,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A615 Grade 60)|| ||f<sub>y</sub> = 60,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A706 Grade 60)|| ||f<sub>y</sub> = 60,000 psi (2)<br />
|-<br />
| Structural Carbon Steel (ASTM A709 Grade 36) || ||f<sub>y</sub> = 36,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS70W)|| ||f<sub>y</sub> = 70,000 psi<br />
|-<br />
|Structural Steel HP Pile (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi <br />
|-<br />
|Welded or Seamless steel shell (pipe) for CIP pile (ASTM A252 Modified Grade 3)||width="20"| || f<sub>y</sub> = 50,000 psi<br />
|-<br />
|colspan="3"|For precast prestressed panel stresses, see Sheet No. _.<br />
|-<br />
|colspan="3"|For prestressed girder stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|-<br />
|colspan="3"|For prestressed <u>solid slab</u> <u>voided slab</u> <u>box</u> beam stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|}<br />
<br />
<div id="A1-notes"></div><br />
(1) Slabs, diaphragms or beams poured integrally with the slab.<br />
<br />
(2) Use for new bridges in seismic design category B, C and D. ASTM A615 bars should be used for rehabilitation work regardless of location. <br />
<br />
Note: Any new construction using structural steels A514 or A517 requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles or other structural shapes without prior confirmation of the availability of the material.<br />
<br />
<div id="(A1.4) Standard Plans:"></div><br />
'''(A1.4) Use for structural design information only.'''<br />
:::'''Standard Plans:'''<br />
::::703.37, 703.85, 703.86, and 703.87<br />
<br />
<center><br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="950px" align="center" <br />
|-<br />
|Guidance: <br/><br />
- List in order the Missouri Standard Plans applicable to the structure (omit if there are no applicable standard plans).<br/><br />
- Above is an example for a right advanced triple box culvert with a flared inlet. Actual standards specified shall be those required for structure type and features.<br/><br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
! style="background:#BEBEBE"| Standard Plan!! style="background:#BEBEBE"|When Applicable <br />
|-<br />
|703.10 thru 703.87 ||width="300"|Culvert Standards in Accordance with [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans ]]<br />
</center><br />
|}<br />
</center><br/><br />
- Examples for exclusion (no need to include):<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 606.60: guardrail transition – roadway item<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plans 606.00 and 617.10: delineators for railings and barriers – referenced in standard notes.<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 609.00: Type A curb for approach slabs– referenced in standard note K1.16<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 706.35 Bar Supports for Concrete Reinforcement<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 712.40 Steel Dams at Expansion Devices – supplementary details for construction<br/><br />
|}<br />
</center><br />
<br />
=== A2. Concrete Box Culverts and Other Type Structures ===<br />
<br />
'''All Boxes'''<br />
<br />
'''(A2.0) <font color="purple">[MS Cell]</font color="purple">'''<br />
:MoDOT Construction personnel will indicate the type of box culvert constructed:<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Precast Concrete Box used<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Cast-in-Place Concrete Box used<br />
<br />
<br />
'''All Boxes on Rock'''<br />
<br />
'''(A2.1) Designer shall check with Structural Project Manager if the 6” dimension should be increased for soft rock and shale. '''<br />
<br />
:Anchor full length of walls by excavating 6 inches into and casting concrete against vertical faces of hard, solid, undisturbed rock.<br />
<br />
'''(A2.1.1)'''<br />
:Holes shall be drilled 12 inches into solid rock with E1 and E2 bars grouted in.<br />
<br />
<br />
'''All Boxes with Bottom Slab'''<br />
<br />
'''(A2.2)'''<br />
:When alternate precast concrete box culvert sections are used, the minimum distance from inside face of headwalls to precast sections measured along the shortest wall shall be 3 feet. Reinforcement and dimensions for wings and headwalls shall be in accordance with Missouri Standard Plans.<br />
<br />
<br />
'''Culverts on Rock Where Holes or Crevices may be Found'''<br/><br />
'''(Normally where soundings show rock to be very irregular)'''<br />
<br />
'''(A2.3) (The designer should check with Structural Project Manager before placing this note on the plans.)'''<br />
:Where, under short lengths of walls, top of rock is below elevations given for bottom of walls, plain concrete footings 3 feet in width shall be poured up from rock to bottom of walls. If top of rock is more than 3 feet below bottom of short wall sections, the walls between points of support on rock, shall be designed and reinforced as beams and spaces below walls filled as directed by the engineer. Payment for plain concrete footings and concrete reinforced as wall beams will be considered completely covered by the contract unit price for Class B-1 Concrete.<br />
<br />
<br />
'''Box Type Structures on Rock or Shale Widened or Extended with Floor '''<br />
<br />
'''(A2.4)'''<br />
:Fill material under the slab shall be firmly tamped before the slab is poured.<br />
<br />
<br />
'''Box Culverts with Bottom Slab that Encounter Rock'''<br />
<br />
'''(A2.5) (Use when specified on the Design Layout.)'''<br />
:Excavate rock 6 inches below bottom slab and backfill with suitable material for culverts on rock in accordance with Sec 206.<br />
<br />
<br />
'''Curved Box Culverts (Box on curve)'''<br />
<br />
'''(A2.6)'''<br />
:The contractor will have the option to build the curved portion of the structure on chords (maximum of 16 feet).<br />
<br />
<br />
'''(A2.7) (Use when special backfill is specified on the Design Layout.)'''<br />
:Excavate 3 feet below the box and fill with suitable backfill material.<br />
<br />
<br />
'''For Box Culverts where collar is provided, place the following note on plan sheet.'''<br />
<br />
'''(A2.8)'''<br />
:If precast option is used, precast box culvert ties in accordance with Sec 733 and Standard Plan 733 shall be provided between all precast sections. <br />
<br />
<br />
'''For Box Culverts with transverse joint(s), place notes A2.9 and A2.10 under the Transverse Joint Detail. <font color="purple">[MS Cell]</font color="purple"> The detail and these notes are not needed if an appropriate standard plan is referenced.'''<br />
<div id="(A2.9)"></div><br />
'''(A2.9)'''<br />
:Filter cloth 3 feet in width and double thickness shall be centered on transverse joints in top slab and sidewalls with edges sealed with mastic or two sided tape. Filter cloth shall be a separation geotextile in accordance with Sec 1011. Cost of furnishing and installing filter cloth will be considered completely covered by the contract unit price for other items.<br />
<div id="(A2.10)"></div><br />
<br />
'''(A2.10)'''<br />
:Preformed fiber expansion joint material in accordance with Sec 1057 shall be securely stitched to one face of the concrete with 10 Gage copper wire or 12 Gage soft drawn galvanized steel wire.<br />
<br />
<br />
'''(A2.11)'''<br />
:If unsuitable material is encountered, excavation of unsuitable material and furnishing and placing of granular backfill shall be in accordance with Sec 206.<br />
<br />
<br />
'''(A2.14) For Box Culverts where the top slab is used as the riding surface, place the following note on plan sheet.'''<br />
<br />
:Culvert top slab surface may be finished with a vibratory screed.<br />
<br />
<div id="Use notes A2.15 and A2.16"></div><br />
<br />
'''Use notes A2.15 and A2.16 for all box culverts.'''<br />
<br />
'''(A2.15) '''<br />
<br />
:Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
<br />
'''(A2.16) '''<br />
<br />
:If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item)<br />
<br />
=== A3. All Structures ===<br />
<br />
'''Neoprene Pads:'''<br />
<br />
'''(A3.2) Does not apply to Type N PTFE Bearings & Laminated Neoprene Bearing Pad Assembly.'''<br />
:Neoprene bearing pads shall be <u>50</u> <u>60</u> <u>70</u> durometer and shall be in accordance with Sec 716.<br />
<br />
<br />
'''Fabricated Steel Connections:'''<br />
<br />
'''(A3.3) Use for all steel structures. Bolted connections use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Field connections shall be made with 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> bolts and 13/16-inch diameter holes, except as noted. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied.<br />
|}<br />
<br />
'''Joint Filler:'''<br />
<br />
'''(A3.4) Use on all structures (except culverts).'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed sponge rubber expansion and partition joint filler, except as noted.<br />
<br />
<br />
'''Reinforcing Steel:'''<br />
<br />
'''(A3.5)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<br />
<div id="(A3.5.1) Use when uncoated steel"></div><br />
'''(A3.5.1) Use when uncoated steel may come in contact with galvanized piles (concrete pile cap intermediate bents and pile footings).'''<br />
:Minimum clearance between galvanized piles and uncoated (plain) reinforcing steel including bar supports shall be 1 1/2”. Nylon, PVC, or polyethylene spacers shall be used to maintain clearance. Nylon cable ties shall be used to bind the spacers to the reinforcement.<br />
<br />
'''(A3.6) Use when mechanical bar splices (MBS) are to be specified on the plans. The underlined portion shall be used when mechanical bar splice is not being paid for with pay item 706-10.70. '''<br />
<br />
:MBS refers to mechanical bar splices. Mechanical bar splices shall be in accordance with Sec 706 or 710 <u>except that no measurement will be made for mechanical bar splices and they will be considered completely covered by the contract unit price for other items</u>.<br />
<br />
<div id="Traffic Handling:"></div><br />
'''Traffic Handling:'''<br />
<br />
'''(A3.7) Use on all grade separations (new and rehabs) constructed over traffic. The note shall be as specified on the Bridge Memorandum (may not match the following) in accordance with [[751.1 Preliminary Design#751.1.2.6 Vertical and Horizontal Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearances]].'''<br />
<br />
:Vertical clearance for Route <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> traffic during construction shall be <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> minimum over a <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> wide horizontal opening of the roadway <u>in each direction</u>.<br />
<br />
<br />
'''(A3.8) Use for bridges and culverts.'''<br />
:<u>Structure to be closed during construction.</u> <u>Traffic to be maintained on (1) during construction.</u> See roadway plans for traffic control <u>and Sheet No. __ for staged construction details.</u><br />
<br />
::{| style="margin: 1em auto 1em auto" <br />
|-<br />
|(1)|| Use “structure” with staged rehabilitation of existing structures.<br />
|-<br />
| ||Use “existing structure” with new structures built next to existing structures.<br />
|-<br />
| ||Use “structures” with staged replacement of existing structures.<br />
|-<br />
| ||Use “temporary bypass” when a bypass will be constructed.<br />
|-<br />
| ||Use “other routes” with new routes and with existing routes that are closed to traffic.<br />
|-<br />
|colspan="2" width="1150"| <br />
|}<br />
<br />
=== A4. Protective Coatings ===<br />
<br />
====A4a. Structural Steel Protective Coatings====<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "Structural Steel Protective Coatings:". <br />
<br />
=====A4a1. <u>Steel Structures-Nonweathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a1.1 – A4a1.7)</u>'''<br />
<br />
'''(A4a1.1) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.3 is used. '''<br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finish Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.2) '''<br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a1.3) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.4) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.3) is used, omit the 2<sup>nd</sup> sentence'''.<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u> . <br />
<br />
'''(A4a1.5) When System L is specified, System I is specified for water crossings or when note (A4a1.3) is used, omit the underlined part.'''<br />
<br />
:At the option of the contractor, the <u>intermediate field coat and</u> finish field coat may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''(A4a1.6) Use for structures with Access Doors'''<br />
<br />
:Structural steel access doors shall be cleaned and coated in the shop or field with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. In lieu of coating, the access doors may be galvanized in accordance with ASTM A123 and AASHTO M 232 (ASTM A153), Class C. The cost of coating or galvanizing doors will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a1.7) Use for structures with Access Doors and when a fabricated structural steel pay item is not included.'''<br />
<br />
:Payment for furnishing, coating or galvanizing and installing access doors and frames will be considered completely covered by the contract unit price for other items. <br />
<br />
<div id="(A4a1.8.1) Place"></div><br />
'''(A4a1.8.1) Place the following notes on the plans when alternate galvanized structural steel protective coating is approved by SPM.'''<br />
<br />
:'''(A4a1.8.1a) Place the following note under the notes for “Structural Steel Protective Coatings”.'''<br />
::Alternate A Structural Steel Protective Coating:<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:'''(A4a1.8.1b) In "General Notes:" section place the following note under the heading "Miscellaneous:”'''<br />
::Alternate bids for structural steel coating shall be completed.<br />
<br />
:'''(A4a1.8.1c) Place following information at bottom part of “Estimated Quantities” table. (At least four (4) blank rows should be left at bottom of table to allow for additional entries in the field.)'''<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|Estimated Quantities<br />
|-<br />
!Item||Substr.||Superstr.||Total<br />
|-<br />
|Last Pay Item|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|ADD ALTERNATE A:|| || ||<br />
|-<br />
|Galvanizing Structural Steel&nbsp;&nbsp;&nbsp;&nbsp; lump sum|| || ||1<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|}<br />
</center><br />
'''(A4a1.8.2) Place the following note instead of notes A4a1.1 – A4a1.7 on the plans when galvanized structural steel protective coating is approved by SPM.'''<br />
:'''(A4a1.8.2a) '''<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''<u>Recoating Existing Steel (Notes A4a1.9 - A4a1.13)</u>''' <br />
<br />
'''(A4a1.9) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.13 is used.''' <br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finished Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.10) Use primer specified on the Design Memorandum. System L must be used with inorganic zinc primer only.''' <br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for <u>Recoating of Structural Steel (System G, H, I or L)</u> with <u>organic</u> <u>inorganic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel.<br />
<br />
'''(A4a1.11) '''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a1.12) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.13) is used, omit the 2<sup>nd</sup> sentence.'''<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u>.<br />
<br />
'''(A4a1.13) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.14) Use for recoating truss bridges. '''<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|The length of span that is permissible to drape is to be determined by the designer and given in the note. Typically, ¼ span length is used but greater lengths have been used in the past based on calculations. See Structural Project Manager or Structural Liaison Engineer.<br />
|}<br />
<br />
:For the duration of cleaning and recoating the truss spans, the truss span superstructure in any span shall not be draped with an impermeable surface subject to wind loads for a length any longer than <u>1/4</u> the span length at any one time regardless of height of coverage. Simultaneous work in adjacent spans is permissible using the specified limits in each span. <br />
<br />
<div id="Overcoating Existing Steel (Notes A4a.10 – A4a.14)"></div><br />
'''<u>Overcoating Existing Steel (Notes A4a1.21 – A4a1.27)</u> '''<br />
<br />
'''(A4a1.21) Include underlined portion when overcoating an existing vinyl coating (System C).'''<br />
<br />
:Protective Coating: System G in accordance with Sec 1081 <u>except thinners are not permitted</u>.<br />
<br />
'''(A4a1.22) '''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for Overcoating of Structural Steel. The cost of surface preparation will be considered completely covered by the contract <u>lump sum unit</u> price <u>per sq. foot</u> for Surface Preparation for Overcoating Structural Steel (System G).<br />
<br />
'''(A4a1.23) The 2nd underlined portion in the first sentence is applicable only for bridges over streams and railroads. '''<br />
<br />
:Field Coat(s): The color of the field overcoat shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u> and shall be applied in accordance with Sec 1081.10.3.4<u>, except that all structural steel shall have the intermediate field coat applied in accordance with Sec 1081.10.3.4.1.1</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System G).<br />
<br />
'''(A4a1.24) Use when new coating system overlaps existing coating system. Show detail on plans.'''<br />
<br />
:Limits of Paint Overlap: System G shall overlap the existing coating between 6 inches and 12 inches in order to achieve maximum coverage at the paint limit of each complete system near the expansion and contraction areas. The final field coating shall be masked to provide crisp, straight lines and to prevent overspray beyond the overlap required.<br />
<br />
=====A4a2. <u>Steel Structures- Weathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a2.1 - A4a2.3) </u>'''<br />
<br />
'''(A4a2.1) '''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080. <br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel.<br />
<br />
'''(A4a2.2) '''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the <u>intermediate and</u> finish field coats will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a2.3) '''<br />
<br />
:At the option of the contractor, the intermediate and finish field coats may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''<u>Recoating Existing Steel (A4a2.10 – A4a2.13) </u>'''<br />
<br />
'''(A4a2.10)'''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080.<br />
<br />
'''(A4a2.11) Use primer specified on Design Memorandum. System L must be used with inorganic zinc primer only.'''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1080 and Sec 1081 for <u>Recoating of Structural Steel (System G, H or I)</u> with <u>inorganic</u> <u>organic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel. <br />
<br />
'''(A4a2.12)'''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a2.13) The coating color shall be as specified on the Design Layout. When System L or I is specified, omit the 2nd sentence.'''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System <u>G</u> <u>I</u>).<br />
<br />
=====A4a3. <u>Miscellaneous</u>=====<br />
<br />
'''(A4a3.1) Use for weathering steel or concrete structures with girder chairs and when a coating pay item is not included. '''<br />
<br />
:Structural steel for the <u>girder</u> <u>beam</u> chairs shall be coated with not less than 2 mils of inorganic zinc primer. Scratched or damaged surfaces are to be touched up in the field before concrete is poured. In lieu of coating, the <u>girder</u> <u>beam</u> chairs may be galvanized in accordance with ASTM A123. The cost of coating or galvanizing the <u>girder</u> <u>beam</u> chairs will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a3.2) Use when recoating existing exposed piles. (Guidance: "Aluminum" is preferred because it acts as both a barrier and corrosion protection where "Gray" only acts as a barrier. If for any reason coated pile is embedded in fresh concrete, "Aluminum" shall not be used.)'''<br />
<br />
:All exposed surfaces of the existing structural steel piles <u>and sway bracing</u> shall be recoated with one 6-mil thickness of <u>aluminum</u> <u>gray</u> epoxy-mastic primer applied over an SSPC-SP3 surface preparation in accordance with Sec 1081. The bituminous coating shall be applied one foot above and below the existing ground line and in accordance with Sec 702. These protective coatings will not be required below the normal low water line. The cost of surface preparation will be considered completely covered by the contract lump sum price for Surface Preparation for Applying Epoxy-Mastic Primer. The cost of the <u>aluminum</u> <u>gray</u> epoxy-mastic primer and bituminous coating will be considered completely covered by the contract lump sum price for <u>Aluminum</u> <u>Gray</u> Epoxy-Mastic Primer.<br />
<br />
====A4b. Concrete Protective Coatings====<br />
<br />
=====A4b1. Concrete Protective Coatings===== <br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Concrete Protective Coatings:'''". <br />
<br />
'''(A4b1.1) Use note with weathering steel structures. '''<br />
<br />
:Temporary coating for concrete bents and piers (weathering steel) shall be applied on all concrete surfaces above the ground line or low water elevation on all abutments and intermediate bents in accordance with Sec 711. <br />
<br />
'''(A4b1.2) Use note with coating for concrete bents and piers either urethane or epoxy. '''<br />
<br />
:Protective coating for concrete bents and piers <u>(Urethane)</u> <u>(Epoxy)</u> shall be applied as shown on the bridge plans and in accordance with Sec 711. <br />
<br />
'''(A4b1.3) Use note when specified on Design Layout.'''<br />
<br />
:Concrete and masonry protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711. <br />
<br />
'''(A4b1.4) Use note when specified on Design Layout. '''<br />
<br />
:Sacrificial graffiti protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711.<br />
<br />
=== A5. Miscellaneous ===<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Miscellaneous:'''".<br />
<br />
'''(A5.1) Use the following note on all structures that contains non-redundant Fracture Critical Members (FCM).'''<br />
<br />
:This structure contains non-redundant Fracture Critical Members (FCM). FCM requirements shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''(A5.3) Use the following note on all jobs with high strength bolts.'''<br />
:High strength bolts, nuts and washers will be sampled for quality assurance as specified in Sec 106.<br />
<br />
'''(A5.4) Use the following note for structures having detached wing walls at end bents.'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the <u>Lt.</u> <u>Rt.</u> <u>both</u> detached wing wall<u>s</u> at End Bents No. <u> &nbsp; &nbsp; </u>&nbsp; <u>and</u> <u>No. &nbsp; &nbsp; </u>&nbsp;including the Class <u> &nbsp; </u>&nbsp;Excavation, <u>&nbsp; &nbsp; Pile</u>, [[#A5-notes|(1)]], Class <u>B</u> <u>B-1</u> Concrete (Substr.) [[#A5-notes|(2)]] and Reinforcing Steel (Bridges), will be considered completely covered by the contract unit price for these items.<br />
<br />
::{| style="margin: 1em auto 1em auto" align="left"<br />
|-<br />
|(1)||List all items used for the detached wing walls.<br />
|-<br />
|valign="top"|(2)|| For continuous concrete slab bridges, the detached wing walls could be either Class B or Class B-1. (For slab bridges with Class B spread footings, the detached wing walls might as well be Class B, otherwise, Class B-1 may be used.) Check with Project Manager.<br />
|}<br />
<br />
<div id="(A5.6)"></div><br />
<br />
'''(A5.6) <font color="purple">[MS Cell]</font color="purple"> Use the following note on all Concrete Superstructures where Precast Panels are used.'''<br />
:MoDOT Construction personnel will indicate the type of joint filler option used under the precast panels for this structure:<br />
:: □ Constant Joint Filler<br />
:: □ Variable Joint Filler<br />
<br />
== B. Estimated Quantities Notes ==<br />
<br />
<br />
=== B1. General ===<br />
<br />
<br />
==== B1a. Concrete ====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.1) (Use on steel structures only.)'''<br />
:All concrete above the lower construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.2) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Integral End Bents, notes B1.3, B1.4, and B1.5 (When bridge slab quantity using note B3.21 table, slab bid per sq. yd.) '''<br />
<br />
'''(B1.3) (Use on steel structures only.)'''<br />
:All concrete between the upper and lower construction joints in the end bents <u>(except detached wing walls) </u> is included in the Estimated Quantities for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.4) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> <u>and all reinforcement in cast-in-place pile at end bents</u> is included in the Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> <u>Concrete Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Intermediate Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.1)'''<br />
:All reinforcement in the intermediate bent concrete diaphragms except reinforcement embedded in the beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.2)'''<br />
:All concrete above the intermediate beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u></u>.<br />
<br />
<br />
'''Non-Integral End Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.3)'''<br />
:All reinforcement in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.4)'''<br />
:All concrete in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Semi-Deep Abutments'''<br />
<br />
'''(B1.6)'''<br />
:All concrete and reinforcing steel below top of slab and above construction joint in Semi-Deep Abutments is included in the Estimated Quantities for Slab on Semi-Deep Abutment.<br />
<br />
<div id="(B1.7)"></div><br />
'''End Bents with Expansion Device'''<br />
<br />
'''(B1.7)'''<br />
:Concrete above the upper construction joint in backwall at End Bent<u>s</u> No. <u> &nbsp; </u> &nbsp;is included with Class B-2 Concrete (Slab on <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>) Quantities.<br />
<br />
<br />
'''Sidewalk'''<br />
<br />
'''(B1.8)''' <br />
:All concrete and reinforcing steel in sidewalk will be considered completely covered by the contract unit price for Sidewalk (Bridges).<br />
<br />
<br />
'''Continuous Concrete Slab Bridge (Notes B1.9.1 thru B1.9.6)'''<br />
<br />
'''End Bents'''<br />
<br />
'''(B1.9.1)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.9.2)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Column Bents integral with slab'''<br />
<br />
'''(B1.9.3)'''<br />
:All concrete above construction joint between slab and columns in the intermediate bents is included with Superstructure Quantities.<br />
<br />
'''(B1.9.4)'''<br />
:All reinforcement in the intermediate bent columns is included with Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Pile Cap Bents integral with slab'''<br />
<br />
'''(B1.9.5)'''<br />
:All concrete in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
'''(B1.9.6)'''<br />
:All reinforcement in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
<div id="(B1.9.7) Use"></div><br />
<br />
==== B1b. Excavation, Sway Bracing====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.10) Use when total estimated excavation is less than 10 cubic yards (No "excavation" item in the Estimated Quantities).'''<br />
:Cost of any required excavation for bridge will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
'''Retaining Walls'''<br />
<br />
'''(B1.11)'''<br />
:No Class 1 Excavation will be paid for above lower limits of roadway excavation.<br />
<br />
<br />
'''Concrete Structures Having Sway Bracing on Load Bearing Piles'''<br />
<br />
'''(B1.12)'''<br />
:The cost of furnishing and installing steel sway bracing on piles at the intermediate bent<u>s</u> will be considered completely covered by the contract unit price for Fabricated Structural Carbon Steel (Misc.).<br />
<br />
<br />
'''Note to Detailer:'''<br/>For structures having steel sway bracing on piles, the weight of the bracing shall be shown under the substructure quantities.<br />
<br />
'''(B1.13)'''<br />
:Cost of cleaning and coating of bracing at intermediate bents will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
=== B2. Welded Wire Fabric ===<br />
<br />
<br />
'''Structures with Welded Wire Fabric'''<br />
<br />
'''(B2.4)'''<br />
:Weight of <u>6</u> x <u>6</u> - <u>W2.1</u> x <u>W2.1</u> welded wire fabric is included in Estimated Weight of Reinforcing Steel. (*)<br />
<br />
<br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|WELDED WIRE FABRIC WEIGHT<br />
|-<br />
!STYLE||SPACE||SIZE||LBS./100 SQ, FT.<br />
|-<br />
|6 x 6 - W2.1 x W2.1||6"||8 ga.||30<br />
|-<br />
|4 x 4 - W4 x W4||4"||4 ga.||85<br />
|}<br />
<br />
See CRSI Manual for other sizes.<br />
<br />
Table should not be shown on plans<br />
<br />
<br />
(*) Modify for type actually used. Show type on details where the fabric is shown.<br />
<br />
"W" denotes plain wire; the number following indicates cross sectional area in hundredths of a square inch. Deformed wire is denoted by the letter "D".<br />
<br />
=== B3. Estimated Quantities Tables ===<br />
<br />
<br />
==== B3a. Bridges ====<br />
<br />
'''(B3.1) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!rowspan="3" | &nbsp;||colspan="5" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Substr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Superstr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" |[[Image:751.50 circled 1.gif]] <math>\, \big\{</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right"|<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Type D Barrier <br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" rowspan="2"|[[Image:751.50 circled 2.gif]] <math>\, \Bigg\{</math><br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|}<br />
<br />
<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 1.gif]]||The following note shall be placed under the estimated quantities box when steel piles are used in Seismic Categories B, C & D.<br />
|}<br />
<div id="(B3.2)"></div><br />
'''(B3.2)'''<br />
:Cost of L4x4 ASTM A709 Grade 36 HP pile anchors and 3/4-inch diameter ASTM F3125 Grade A325 Type 1 bolts, complete in place, will be considered completely covered by the contract unit price for Galvanized Structural Steel Piles (<u>12 in.</u> <u>14 in.</u>).<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 2.gif]]||In special cases, entries are made to the quantities table by Construction personnel after plans are completed. When notes are placed too close to the bottom of this table, additional quantities cannot be entered efficiently. The request has been made that space be left for at least four (4) additional entries to the table before notes are placed on the plans.<br />
|}<br />
<br />
<br />
'''Place an <math>\, **</math> next to the transverse diamond grooving in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
'''(B3.7)'''<br />
:<math>\, **</math> MoDOT will allow, at the contractor's discretion, longitudinal or transverse diamond grooving of the surface of the concrete bridge deck.<br />
<br />
'''(B3.8) Place a * next to supplementary wearing surface material in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''*''' Supplementary wearing surface material will be paid for at the fixed unit price in accordance with Sec 109.<br />
<br />
'''(B3.9) Use for jobs with restrictive timelines including weekend only work. See Structural Project Manager or Structural Liaison Engineer. Place a ** next to total surface hydro demolition in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''**''' The minimum allowable water usage shall be 55 gallons per minute.<br />
<br />
==== B3b. Box Culverts====<br />
<br />
Estimated Quantities Table for Box Culverts<br />
<br />
The quantities table on box culvert plans should show an extra column to the right in the table that is labeled "Final Quantities". Estimated quantities should be inserted to the left of this column in the usual manner by the detailer as shown in the example below.<br />
<br />
The four extra spaces at the bottom of the table are not required as specified before.<br />
<br />
'''(B3.11) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="1" style="text-align:center; border:3px solid black" cellpadding="5" cellspacing="0"<br />
|-<br />
!width="300" colspan=2 |Estimated Quantities||width="100"|Final Quantities<br />
|-<br />
| align="left"| Class 4 Excavation||cu. yard||<br />
|-<br />
|align="left"|Class B-1 Concrete<br/>(Culverts-Bridge)'''*'''||cu. yard||<br />
|-<br />
|align="left"|Reinforcing Steel (Culverts- <br/> Bridge)'''*'''||pound||<br />
|}<br />
<br />
<math>\, *</math> Note to Detailer:<br />
:If distance from stream face of exterior wall to exterior wall is <math>\ge</math> 20' then should use (Culverts-Bridge) but if <math><</math> 20' should use (Culverts).<br />
<br />
==== B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Wearing Surfaces ====<br />
<br />
The following table is to be placed on the design plans under the table of estimated quantities.<br />
<br />
Use separate tables for multiple types of slabs on a structure. <br />
<div id="(B3.21)"></div><br />
'''(B3.21) <font color="purple">[MS Cell]</font color="purple"> Table of Slab Quantities'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities for<br/><u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u><br />
|-<br />
!colspan="2" width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class B-2 Concrete<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"|Reinforcing Steel (Epoxy Coated)<br />
|align="right" style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
Fill in the blank above and in note below with "'''Slab on Steel'''", "'''Slab on Concrete I-Girder'''", "'''Slab on Concrete Bulb-Tee Girder'''", "'''Slab on Concrete NU-Girder'''", "'''Slab on Semi-Deep Abutment'''", '''"Slab on Concrete Beam"''', '''"Slab on Concrete Adjacent Beam"''' or "'''Reinforced Concrete Wearing Surface'''". If transparent forms are required add “'''(with Transparent Forms)'''” to the end of the pay item.<br />
<br />
"'''Slab on Concrete Adjacent Beam'''" shall be used with double-tee girders and when specified on the Design Layout for solid slab beams, adjacent voided slab beams and adjacent box beams.<br />
<br />
Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate. Reinforcing steel shall be estimated to the nearest 10 pounds.<br />
<br />
'''(B3.22) '''<br />
:The table of Estimated Quantities for <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp; represents the quantities used by the State in preparing the cost estimate for concrete slabs. The area of the concrete slab will be measured to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of bridge slab (or with the horizontal dimensions as shown on the plan of slab). Payment for <u>prestressed panels,</u> <u>stay-in-place corrugated steel forms,</u> <u>transparent forms</u>, conventional forms, all concrete and epoxy coated reinforcing steel will be considered completely covered by the contract unit price for the slab. Variations may be encountered in the estimated quantities but the variations cannot be used for an adjustment in the contract unit price.<br />
<br />
'''(B3.23)'''<br />
:Method of forming the slab<u>s</u> shall be as shown on the plans and in accordance with Sec 703. All hardware for forming the slab to be left in place as a permanent part of the structure shall be coated in accordance with ASTM A123 or ASTM B633 with a thickness class SC 4 and a finish type I, II or III.<br />
<br />
'''(B3.24) Use note for optional forming. Conventional forms shall not be listed as an alternate when transparent forms are used.'''<br />
:Slab shall be cast-in-place with <u>transparent forms</u> <u>conventional forms or stay-in-place corrugated steel forms</u>. Precast prestressed panels will not be permitted.<br />
<br />
'''(B3.25) Use note when vibratory screeds are allowed for deck finishing. For guidance for allowing a vibratory screed, see [[751.10 General Superstructure#751.10.1.15 Deck Concrete Finishing|EPG 751.10.1.15 Deck Concrete Finishing]].'''<br />
<br />
:Bridge deck surface may be finished with a vibratory screed.<br />
<br />
'''Stay-In-Place Corrugated Steel Forms:'''<br />
<br />
'''(B3.30)'''<br />
:Corrugated steel forms, supports, closure elements and accessories shall be in accordance with grade requirement and coating designation G165 of ASTM A653. Complete shop drawings of the permanent steel deck forms shall be required in accordance with Sec 1080. <br />
<br />
'''(B3.31)'''<br />
:Corrugations of stay-in-place forms shall be filled with an expanded polystyrene material. The polystyrene material shall be placed in the forms with an adhesive in accordance with the manufacturer's recommendations.<br />
<br />
'''(B3.32)'''<br />
:Form sheets shall not rest directly on the top of <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges. Sheets shall be securely fastened to form supports with a minimum bearing length of one inch on each end. Form supports shall be placed in direct contact with the flange. Welding on or drilling holes in the <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges will not be permitted. All steel fabrication and construction shall be in accordance with Sec 1080 and 712. Certified field welders will not be required for welding of the form supports.<br />
<div id="(B3.33) Use"></div><br />
<br />
'''(B3.33) Use “4 psf” for form spans up to 10 feet beyond which a greater dead loading for form spans may need to be considered and used. '''<br />
:The design of stay-in-place corrugated steel forms is per manufacturer which shall be in accordance with Sec 703 for false work and forms. Maximum actual weight of corrugated steel forms allowed shall be 4 psf assumed for <u>girder</u> <u>beam</u> loading.<br />
<div id="(B3.34) Use this temporary note"></div><br />
'''(B3.34) Use this temporary note until further notice when more is learned about what contractor’s methods are proposed and approved by the engineer.'''<br />
:The contractor shall provide a method of preventing the direct contact of the stay-in-place forms and connection components with uncoated weathering steel members that is approved by the engineer.<br />
<br />
'''Stay-In-Place Transparent Forms:'''<br />
<br />
'''(B3.36)''' <br />
:See special provisions for transparent form requirements.<br />
<br />
'''(B3.37)'''<br />
:Maximum actual weight of transparent forms allowed shall be 5 psf assumed for girder beam loading.<br />
<br />
'''Precast Prestressed Panels:'''<br />
<br />
'''(B3.40) Use for skewed structures.'''<br />
:The Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> are based on skewed precast prestressed end panels.<br />
<br />
'''(B3.41) Use for concrete structures.'''<br />
:Class B-2 Concrete quantity is based on minimum top flange thickness and minimum joint material thickness.<br />
<br />
'''(B3.42)'''<br />
:The prestressed panel quantities are not included in the table of Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u>.<br />
<br />
==== B3d. Asphalt Wearing Surfaces ====<br />
<br />
'''(B3.50) <font color="purple">[MS Cell]</font color="purple"> Place following table and note near the Estimated Quantities table on the design plans for optional asphaltic concrete wearing surface as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface and binder type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Asphaltic<br/>Concrete Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br/>with Asphalt Binder Type<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 76-22<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BLP Mix with PG 76-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|SP125CLP Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" colspan="3"|MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
|}<br />
<br />
{|<br />
|valign="top"|<math>\, *</math><br />
|'''Guidance for Detailing:''' The "SP" designates a superpave mixture; the "125" indicates the nominal mixture aggregate size is 12.5 mm, "B" or "C" indicates the design level, the "SM" indicates Stone Mastic Asphalt, and the "LP" indicates the mixture contains limestone/porphyry. See the Bridge Memorandum for the type of Superpave mixture required.<br />
|-<br />
|&nbsp;<br />
|See the Bridge Memorandum for the asphalt binder required.<br />
|}<br />
<br />
<br />
'''Place next three notes under the Estimated Quantities table if B3.50 is not required, otherwise place under B3.50.'''<br />
<br />
'''(B3.53) The first sentence is not required if B3.50 is not required.'''<br />
:<u>The contractor shall select one of the optional asphaltic concrete wearing surfaces listed in the table.</u> The mixture shall be in accordance with Sec 403 and produced in accordance with Sec 404.<br />
<br />
'''(B3.54)'''<br />
:The area of the asphaltic concrete wearing surface will be measured and computed to the nearest square yard. This area will be measured transversely from out to out of wearing surface and longitudinally from end of slab to end of slab.<br />
<br />
'''(B3.56)'''<br />
:Payment for Optional Asphaltic Concrete Wearing Surface will be considered completely covered by the contract unit price per square yard.<br />
<br />
'''(B3.60) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the Estimated Quantities table on the design plans for optional ultrathin bonded asphalt wearing surfaces as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Ultrathin Bonded Asphalt Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type A<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type B<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|Type C<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
<br />
:MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
:The contractor shall select one of the optional ultrathin bonded asphalt wearing surfaces listed in the table.<br />
<br />
== C. Reinforcing Steel Notes ==<br />
<br />
<br />
=== C1. Bill of Reinforcing Steel ===<br />
<br />
Place the following notes below or near the "'''Bill of Reinforcing Steel'''" when appropriate.<br />
<br />
'''(C1.1) Same marks used for unlike bars on different units.'''<br />
:Bars in the above units are to be billed and tagged separately.<br />
<br />
'''(C1.2) Incomplete bill (Or bill for different units placed on different sheets).'''<br />
:See Sheet No. <u> &nbsp; &nbsp; </u> &nbsp; for bill of reinforcing steel for <u> &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
<br />
'''Notes for Bill of Reinforcing Steel (BILL) Bridge Standard Drawings'''<br />
<br />
'''(C1.3)'''<br />
:All dimensions are out to out.<br />
<br />
'''(C1.4)'''<br />
:Shapes ending with an S shall be bent in accordance with stirrup pin bend shapes.<br />
<br />
'''(C1.5)'''<br />
:Unless otherwise noted, finished bending diameter D is the same for all bends of a shape.<br />
<br />
'''(C1.6)'''<br />
:Four angle or channel spacers are required for each column spiral. Spacers are to be placed on inside of spirals. Length and weight of column spirals do not include splices or spacers.<br />
<br />
'''(C1.7)'''<br />
:Nominal lengths are based on out to out dimensions shown in bending diagrams and are listed to the nearest inch for fabricators use. Actual lengths are measured along centerline bar to the nearest inch. Weights are based on actual lengths.<br />
<br />
'''(C1.8)'''<br />
:V = Sets of varied bars and number of bars in each length. Bar dimensions vary in equal increments between dimensions shown on this line and the following line and the actual length dimension shown on this line and the following line vary by the specified increment.<br />
<br />
'''(C1.9) Use ASTM A706 for new bridges in seismic categories B, C & D. Use ASTM A615 for all other structures and rehabs.'''<br />
:Reinforcing steel (ASTM <u>A615</u> <u>A706</u> Grade 60) fy = 60,000 psi<br />
<br />
'''(C1.20) Use with galvanized reinforcement. Place below Reinforcing Steel Totals table on bill of reinforcing steel sheet in plans.'''<br />
:Products used to repair damaged zinc coating shall not contain aluminum.<br />
<br />
=== C2. Prestressed Girders, Beams & Panels ===<br />
<br />
'''C2a. Notes for Girders, Beams and Panels'''<br />
<br />
Place the C2a notes below or near the table "'''Bill of Reinforcing Steel - Each <u>Girder</u> <u>Beam</u>'''" or under the heading "'''Reinforcing Steel'''" when appropriate. <br />
<br />
'''(C2a.1) Use underlined portion when bending diagrams are detailed as such.'''<br />
:All dimensions are out to out. <u>Use symmetry for dimensions not shown.</u> <br />
<br />
'''(C2a.2) '''<br />
:Hooks and bends shall be in accordance with the CRSI Manual of Standard Practice for Detailing Reinforced Concrete Structures, Stirrup and Tie Dimensions. <br />
<br />
'''C2b. Additional Notes for Prestressed Girders and Beams '''<br />
<br />
Place the C2b notes below the C2a notes. <br />
<br />
'''(C2b.1) Use for all girders and beams except double-tee girders. Underlined part only required for WWR reinforced NU-girders, box beams and voided slab beams. '''<br />
:Minimum clearance to reinforcing shall be 1" <u>unless otherwise shown</u>. <br />
<br />
'''(C2b.2) Use only for double-tee girders. Add <u>and U2 bar</u> for skewed structures only. '''<br />
:Minimum clearance to reinforcing shall be 1", except for 4 x 4 - W4 x W4 <u>and U2 bar</u>. <br />
<br />
'''(C2b.3)''' <br />
:Actual bar lengths are measured along centerline of bar to the nearest inch. <br />
<br />
'''(C2b.10) Add <u>bar</u> for NU-girders and Double T. '''<br />
:All <u>bar</u> reinforcement shall be ASTM A615 or A706 Grade 60. <br />
<br />
'''(C2b.20) Use only for I-girders, bulb-tee girders and alternate bar reinforced NU-girders. '''<br />
:The two D1 bars may be furnished as one bar at the fabricator's option. <br />
<br />
'''(C2b.30) Use for all girders except WWR reinforced NU-girders and double-tee girders. Add <u>and C1</u> for bulb-tee girders only. Most likely will need to add more bars if girder steps exist. '''<br />
<br />
:All B1 <u>and C1</u> bars shall be epoxy coated. <br />
<br />
'''(C2b.31) Use only for WWR reinforced NU-girders'''<br />
:WWR shall not be epoxy coated. <br />
<br />
'''(C2b.32) Use only for double-tee girders. '''<br />
:All S and U reinforcing bars shall be epoxy coated. <br />
<br />
'''(C2b.33) Use only for spread and adjacent beams.'''<br />
:All S2 bars shall be epoxy coated.<br />
<br />
'''C2c. Additional Notes for Prestressed Panels '''<br />
<br />
Place the C2c notes below the C2a notes. <br />
<br />
'''(C2c.1) '''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown. <br />
<br />
'''(C2c.2) '''<br />
:If U1 bars interfere with placement of slab steel, U1 loops may be bent over, as necessary, to clear slab steel. <br />
<br />
'''(C2c.3) '''<br />
:Deformed welded wire reinforcement (WWR) providing a minimum area of reinforcing perpendicular to strands of 0.22 sq in./ft, with spacing parallel to strands sufficient to ensure proper handling, may be used in lieu of the #3-P2 bars shown. Wire diameter shall not be larger than 0.375 inch. The above alternative reinforcement criteria may be used in lieu of the #3-P3 bars, when required, and placed over a width not less than 2 feet. <br />
<br />
'''(C2c.4) '''<br />
:The following reinforcing steel shall be tied securely to the strands with the following maximum spacing in each direction: <br />
:: #3-P2 bars at 16 inches. <br />
::WWR at 24 inches. <br />
<br />
'''(C2c.5) '''<br />
:The #3-U1 bars shall be tied securely to #3-P2 bars, to WWR or to strands (when placed between P1 bars) at about 3-foot centers. <br />
<br />
'''(C2c.6) '''<br />
:Minimum reinforcement steel length shall be 2'-0".<br />
<br />
== D. Temporary Bridge (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== D1. General ===<br />
<br />
Place the following notes on the front sheet.<br />
<br />
'''(D1.1) Place in General Notes on the front sheet under the heading “Timber:”. '''<br />
:All timber shall be standard rough sawn. At the contractor's option, timber may be untreated or protected with commercially applied timber preservatives. All timber shall have a minimum strength of 1500 psi and shall be either douglas fir in accordance with paragraph 123B (MC-19), 124B (MC-19) and 130BB of the current edition of Standard Grading Rules for West Coast Lumber, southern pine in accordance with paragraphs 312 (MC-19), 342 (MC-19) and 405.1 of the current edition of Southern Pine Inspection Bureau Grading Rules, or a satisfactory grade of sound native oak.<br />
<br />
'''(D1.2) Use for bolts and studs: '''<br />
<br />
:(D1.2a) All bolts shall be ASTM F3125 Grade A325 Type <u>3,</u> except as noted. <br />
<br />
:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
<br />
'''(D1.3) Place in General Notes on the front sheet under the heading “Miscellaneous:”. '''<br />
:The superstructure <u>only</u> <u>and cap beam units</u> will be provided by the State and shall be transported from <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;Maintenance Lot. The superstructure shall be returned and stored at the same location as designated by the engineer after Bridge No. <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;is open to traffic.<br />
<br />
'''(D1.4) Place in General Notes on the front sheet under the heading “Structural Steel:”. '''<br />
:All structural steel shall be ASTM A709 Grade 50W except piles, sway bracing, thrie beam rail assembly and structural tubing. Structural tubing coating shall be in accordance with Sec 718.<br />
<br />
'''(D1.5) Place in General Notes on the front sheet under the heading “Substructure:”. '''<br />
:All substructure items specified in Sec 718.3.1 except for the <u>pile point reinforcement and</u> sway bracing will be considered completely covered by the contract unit price for Structural Steel Piles (14 in.). <br />
<br />
'''(D1.11) Place with shim plate details on the bent sheet.'''<br />
:Shim plates may be used between pile and channel at the end bents or angle at the intermediate bents. Shim plates may vary in thickness from 1/16 inch to thickness required.<br />
<br />
'''(D1.21) Place near half section of bridge flooring on the superstructure sheet.'''<br />
:Steel bridge flooring shall be Foster 5-Inch RB 8.2M open steel bridge flooring or equivalent. Trim bars shall be required at the sides and ends of each 39'-10 1/2" unit. <br />
<br />
'''(D1.22) ''' <br />
:Note: Field connections shall be made with 7/8"ø ASTM F3125 Grade A325 Type 3 bolts and 1 1/16"ø holes, except as noted. <br />
<br />
'''(D1.23) Place near details of U-bolts lifting device on the superstructure sheet.'''<br />
:U-bolts lifting device shall be on the inside top flange at both ends of each exterior beam of each unit. U-bolts shall be removed during the time the bridge is open to traffic. Position of the U-bolts may be shifted slightly to miss the bars in the flooring.<br />
<br />
== E. General Elevation and Plan Notes ==<br />
<br />
<br />
=== E1. Excavation and Fill ===<br />
<br />
'''(E1.1) Use when specified on the Design Layout.''' <br />
:Existing roadway fill under the ends of the bridge shall be removed as shown. Removal of existing roadway fill will be considered completely covered by the contract unit price for roadway excavation.<br />
<br />
'''Use one of the following two notes where MSE walls support abutment fill.'''<br />
<br />
'''(E1.2a) <font color="purple">[MS Cell]</font color="purple"> Use when pipe pile spacers are shown on plan details and bridge is 200 feet long or shorter. Add “See special provisions” to the pipe pile spacer callout and add table near the callout.'''<br />
<br />
See special provisions.<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!style="background:#BEBEBE" width="200"| Pile Encasement !!style="background:#BEBEBE"|Option Used<br/>(√)<br />
|-<br />
|Pipe Pile Spacer ||<br />
|-<br />
|Pile Jacket ||<br />
|}<br />
</center><br />
<br />
MoDOT Construction personnel will indicate the pile encasement used.<br />
<br />
'''(E1.2b) Use note when pipe pile spacers are shown on plan details for HP12, HP14, CIP 14” and CIP 16” piles and bridge is longer than 200 feet. For larger CIP pile size modify following note and use minimum 6” larger pipe pile spacer diameter than CIP pile.'''<br />
<br />
The pipe pile spacers shall have an inside diameter equal to <u>24</u> inches.<br />
<br />
'''(E1.4) Use for fill at pile cap end bents. Use the first underlined portion when MSE walls are present. Use <u>approach</u> for semi-deep abutments.'''<br />
:Roadway fill<u>, exclusive of Select Granular Backfill for Structural Systems,</u> shall be completed to the final roadway section and up to the elevation of the bottom of the concrete <u>approach</u> beam within the limits of the structure and for not less than 25 feet in back of the fill face of the end bents before any piles are driven for any bents falling within the embankment section.<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
<br />
=== E3. Miscellaneous ===<br />
<br />
'''(E3.1) Horizontal curves (Bridges not of box culvert type)'''<br />
:<u>All bents are parallel.</u><br />
<br />
<div id="Boring Data"></div><br />
'''Boring Data'''<br />
<br />
'''(E3.2) <font color="purple">[MS Cell]</font color="purple"> (Place on Front Sheet of the plans when boring data is provided for bridges, retaining walls, MSE walls and any other structure.)'''<br />
:[[Image:751.50 E3.2 boring.jpg|12px]] Indicates location of borings.<br/>'''Notice and Disclaimer Regarding Boring Log Data'''<br/>The locations of all subsurface borings for this structure are shown on the plan sheet(s) for this structure. The boring data for all locations indicated, as well as any other boring logs or other factual records of subsurface data and investigations performed by the department for the design of the project, are shown on Sheet(s) No.___ and may be included in the Electronic Bridge Deliverables. They will also be available from the Project Contact upon written request. No greater significance or weight should be given to the boring data depicted on the plan sheets than is given to the subsurface data available from the district or elsewhere.<br/>&nbsp;<br/>The Commission does not represent or warrant that any such boring data accurately depicts the conditions to be encountered in constructing this project. A contractor assumes all risks it may encounter in basing its bid prices, time or schedule of performance on the boring data depicted here or those available from the district, or on any other documentation not expressly warranted, which the contractor may obtain from the Commission.<br />
<br />
'''(E3.4) (Place on the Boring Data Sheet)'''<br />
:For location of borings see Sheet(s) No. <u> &nbsp; </u>.<br />
<div id="Final clearance - Bridges over Railroads"></div><br />
'''Final clearance - Bridges over Railroads'''<br />
<br />
'''(E3.5) In the general elevation detail, the vertical clearance dimension callout shall be the following asterisked note placed near the detail. '''<br />
<br />
: <math>\, *</math> Final vertical clearance from top of rails to bottom of superstructure shall be <u> &nbsp; (1) &nbsp;</u> minimum. Track elevations should be verified in the field prior to construction to determine if the final vertical clearance shown will be obtained.<br />
::(1) Required clearance specified on the Bridge Memorandum.<br />
<br />
'''Seal Course (Use the following notes when Seal Course is specified on the Design Layout.)'''<br />
<br />
'''(E3.6)'''<br />
:Seal course is designed for a water elevation of <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E3.7)'''<br />
:If the seal course is omitted, by the approval of the engineer, bottom of footing shall be placed at the elevation shown on the plans.<br />
<br />
<div id="Bar placement in slabs"></div><br />
'''Bar placement in slabs''' (Notes E3.8 – E3.9)<br />
<br />
'''Guidance Notes for Detailing:''' Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting. <br />
<br />
'''(E3.8) Use note with detail drawing indicating which bars are to be shifted.'''<br />
:Contractor may shift or swap bars as needed to tie R4 bar in barrier (4” min. bar spacing).<br />
<br />
'''(E3.9) Use note with detail drawing to indicate top edge longitudinal slab bar only.'''<br />
:Contractor may shift bar as needed to tie R3 bar in barrier.<br />
<br />
== F. Blank ==<br />
<br />
<br />
== G. Substructure Notes ==<br />
<br />
<br />
=== G1. Concrete Bents ===<br />
<br />
'''Expansion Device at End Bents (G1.1 and G1.1.1)'''<br />
<br />
'''(G1.1)'''<br />
:Top of backwall for end Bent<u>s</u> No. <u> &nbsp; &nbsp; </u>&nbsp; shall be formed to the crown and grade of the roadway. Backwall above upper construction joint<u>s</u> shall not be poured until the superstructure slab has been poured in the adjacent span.<br />
<br />
'''(G1.1.1)'''<br />
:All concrete above the upper construction joint in backwall shall be Class B-2.<br />
<br />
<br />
'''Abutments with Flared Wings'''<br />
<br />
'''(G1.2)'''<br />
:Longitudinal dimensions shown for bar spacing in the developed elevations are measured along front face of abutments.<br />
<br />
<br />
'''Stub Bents (G1.3 and G1.4) '''<br />
<br />
'''(G1.3)'''<br />
:<u>Barrier</u>, <u>parapets</u> <u>and</u> <u>end post</u> shall not be poured until the slab has been poured in the adjacent span.<br />
<br />
<br />
'''(G1.4) Use when embedded in rock or on a footing.'''<br />
:Rock shall be excavated to provide at least 6" of earth under the <u>beam and wings.</u><br />
<br />
<br />
'''End Bents with Turned-Back Wings (G1.5 and G1.6)'''<br />
<br />
'''(G1.5) Use for Non-Integral End Bents only.'''<br />
:Field bending shall be required when necessary at the wings for #<u> &nbsp; </u>-H<u> &nbsp; </u>&nbsp;bars in the backwalls for skewed structures and for #<u> &nbsp; </u>-F<u> &nbsp; </u>&nbsp;bars in the wings for the slope of the wing.<br />
<br />
'''(G1.6) Add to sheet showing the typical section thru wing detail.'''<br />
:For reinforcement of the barrier, see Sheet No. <u> &nbsp; &nbsp; </u> (1).<br />
<br />
::(1) Use sheet number of the details of the barrier at end bents.<br />
<br />
<br />
'''Integral End Bents (G1.7 thru G1.10)'''<br />
<br />
'''(G1.7) Place with part plan of end bent, second F bar required for skewed bents. '''<br />
:The #6-F___ <u>and #6-F &nbsp; </u> bars shall be bent in the field to clear <u>beams</u> <u>girders</u>. <br />
<div id="(G1.7.1) Use for skewed bents."></div><br />
<br />
'''(G1.7.1) Use for skewed bents. Place with plan of beam showing reinforcement and part plan of end bent, V bars not required with part plan of end bent. '''<br />
:The U bars <u>and pairs of V bars</u> shall be placed parallel to centerline of roadway.<br />
<br />
'''(G1.8) Place with part plan of end bent.'''<br />
:All concrete in the end bent above top of beam and below top of slab shall be Class B-2.<br />
<br />
'''P/S Structures (G1.9 and G1.9.1). place with part plan of end bent.'''<br />
<br />
'''(G1.9) '''<br />
:Strands at end of the <u>girders</u> <u>beams</u> shall be field bent or, if necessary, cut in field to maintain 1 1/2-inch minimum clearance to fill face of end bent.<br />
<div id="(G1.9.1)"></div><br />
'''(G1.9.1) Use appropriate girder sheet number. '''<br />
:For location of coil tie rods and #5-H__(strand tie bar), see Sheet No.___.<br />
<br />
'''(G1.10) Use for steel structures without steel diaphragms at end bents.'''<br />
:Concrete diaphragms at the integral end bents shall be poured a minimum of 12 hours before the slab is poured.<br />
<br />
<br />
'''Semi-Deep Abutments (G1.11 thru G1.13) Place near the ground line and piling in abutment detail. This detail and notes can be placed with abutment details or near the foundation table.'''<br />
<br />
'''(G1.11)'''<br />
:Earth within abutment shall not be above the ground line shown . Forms supporting the abutment slab may be left in place. <br />
<br />
<br />
'''(G1.12)'''<br />
:The maximum variation of the head of the pile and the battered face of the pile from the position shown shall be no more than 2 inches.<br />
<br />
<br />
'''(G1.13)'''<br />
:Exposed <u>steel piles</u> <u>steel pile shells</u> within the abutment shall be coated with a heavy coating of an approved bituminous paint.<br />
<br />
<div id="All Substructure Sheets with Anchor Bolts"></div><br />
<br />
'''All Substructure Sheets with Anchor Bolts'''<br />
<br />
'''(G1.15A)'''<br />
:Reinforcing steel shall be shifted to clear anchor bolt wells by at least 1/2".<br />
<br />
'''(G1.15B) Use unless only anchor bolt wells are preferred, i.e. uplift, congested reinforcement, etc. '''<br />
<br />
:Holes for anchor bolts may be drilled into the substructure. <br />
<br />
<br />
'''Beam/Girder Chairs (G1.16 thru G1.19). Notes G1.16 and G1.17 shall be placed near chair details. '''<br />
<div id="(G1.16)"></div><br />
'''(G1.16)'''<br />
:Cost of furnishing, fabricating and installing chairs will be considered completely covered by the contract unit price for <u>(a)</u>.<br />
<center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|+ <br />
! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |(a) <br />
|-<br />
|align="left" width="230"|Structures without steel beam or girder pay item ||align="left" width="230"|Fabricated Structural Carbon Steel (Misc.)<br />
|-<br />
|align="left"|Structures with steel beam or girder pay item|| align="left"|Use beam or girder pay item<br />
|}<br />
||<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|-<br />
|width="250" align="left"|When there is no steel beam or girder pay item, the miscellaneous steel for the chair is a substructure pay item and should also be included in the bent substructure quantity box<br />
|}<br />
|}<br />
<br />
</center><br />
'''(G1.17) Use for P/S structures and for steel structures when the chair material is not the pay item material. '''<br />
:Steel for chairs shall be ASTM A709 Grade 36.<br />
<br />
'''(G1.18) Use for structures with steel beam or girder pay items. Place below the substructure quantity box of all bents with chairs using the same pay item for (a) as used in Note G1.16. '''<br />
<br />
:The weight of <u> &nbsp;</u> pounds of chairs is included in the weight of (a). <br />
<br />
'''(G1.19) Place with the other bent notes. Second sentence is required when the chair details are located with other bent details. '''<br />
<br />
Reinforcing steel shall be shifted to clear chairs. <u>For details of chairs, see Sheet No. &nbsp; </u>. <br />
<br />
'''Pile Cap Bents. '''<br />
<br />
'''(G1.20) Place with plan showing reinforcement.'''<br />
:Reinforcing steel shall be shifted to clear piles. U bars shall clear piles by at least 1 1/2 inches. <br />
<br />
'''Vertical Drains at End Bents.''' <br />
<br />
'''(G1.25) Place with part plan of end bent. '''<br />
:For details of vertical drain at end bent, see Sheet No.___. <br />
<br />
'''Bridge Approach Slab. '''<br />
<br />
'''(G1.30) Place with part plan of end bent.'''<br />
:For details of bridge approach slab, see Sheet No.___.<br />
<br />
<br />
'''Miscellaneous'''<br />
<br />
'''(G1.40) Use the following note at all fixed intermediate bents on prestressed girder bridges with steps of 2" or more. Place with plan of beam.'''<br />
:For steps 2 inches or more, use 2 1/4 x 1/2 inch joint filler up vertical face.<br />
<br />
'''(G1.41a) Use the following note when vertical column steel is hooked into the bent beam for seismic category A.''' <br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G1.41b) Use the following note when vertical column steel is hooked into the bent beam for seismic category B, C or D. '''<br />
:The hooks of vertical bars embedded in the beam cap shall not be turned outward, away from the column core.<br />
<br />
'''(G1.42) Place the following note on plans when using Optional Section for Column-Web beam joints.'''<br />
:At the contractor's option, the details shown in optional Section __-__ may be used for column-web beam or tie beam at intermediate Bent No. <u>&nbsp;&nbsp;</u>. No additional payment will be made for this substitution.<br />
<br />
'''(G1.43) Place the following note on plans when you have adjoining twin bridges.'''<br />
:Preformed compression joint seal shall be in accordance with Sec 717. Payment will be considered completely covered by the contract unit price for other items included in the contract.<br />
<br />
'''(G1.44) Use with column closed circular stirrup/tie bar detail.''' <br />
:Minimum lap ____ (Stagger adjacent bar splices)<br />
<br />
'''(G1.45) Use when mechanical bar splices (MBS) are to be specified on the plans for column and drilled shaft vertical reinforcement.'''<br />
: When contractor uses MBS for <u>column</u> <u>and</u> <u>drilled shaft</u> vertical reinforcement, contractor shall increase diameter of stirrup bars and seismic bars (spiral/hoop) as needed at the MBS locations. No additional payment will be made for this adjustment. Stirrup bars and seismic bars shall not be shifted to create large gaps to avoid MBS.<br />
<br />
=== G2. Deadman Anchors ===<br />
<br />
'''(<math>\, *</math>) Size of rod.'''<br />
<br />
'''(G2.1)'''<br />
:Construction sequence:<br />
<br />
'''(G2.2)'''<br />
:Construct end bent with anchor tees in place.<br />
<br />
'''(G2.3)'''<br />
:Construct deadman with anchor tees in place.<br />
<br />
'''(G2.4)'''<br />
:Machine compact fill up to elevation of <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.5)'''<br />
:Install <u>(*)</u>"&oslash; rod, clevis and turnbuckle assembly.<br />
<br />
'''(G2.6)'''<br />
:Tighten turnbuckle until snug.<br />
<br />
'''(G2.7)'''<br />
:Hand compact fill for 12" (min.) over <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.8)'''<br />
:Machine compact remaining fill.<br />
<br />
'''(G2.9)'''<br />
:All anchor tees, rods, clevises, turnbuckles, etc. shall be fabricated from ASTM A709 Grade 36, ASTM A668 Class F or equivalent steel and galvanized in accordance with Sec 1081. Shop drawings will not be required. All concrete shall be Class B. All reinforcing steel shall be Grade 60.<br />
<br />
'''(G2.10)'''<br />
:All metal members of the anchorage system not embedded in concrete shall be cleaned and receive a heavy coating of an approved bituminous paint.<br />
<br />
'''(G2.11)'''<br />
:Fine aggregate shall be in accordance with Sec 1005 and shall be placed below and above the rod and turnbuckles.<br />
<br />
'''(G2.12)'''<br />
:Payment for all materials, excavation, backfill and any other incidental work necessary to complete the Deadman Anchorage Assembly will be considered completely covered by the contract unit price per each.<br />
<br />
'''(G2.13)'''<br />
:Note: Reinforcing steel lengths are based on nominal lengths, out to out.<br />
<br />
=== G3. Vertical Drain at End Bent (Notes for Bridge Standard Drawings)===<br />
<br />
'''(G3.0) '''<br />
:All drain pipe shall be sloped 1 to 2 percent.<br />
<br />
'''(G3.1)'''<br />
:Drain pipe may be either 6-inch diameter corrugated metallic-coated steel pipe underdrain, 4-inch diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4-inch diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
'''(G3.2)'''<br />
:Drain pipe shall be placed at fill face of end bent and inside face of wings. The pipe shall slope to lowest grade of ground line, also missing the lower beam of end bent by a minimum of 1 1/2 inches. <br />
<br />
'''(G3.3)'''<br />
:Perforated pipe shall be placed at fill face side and inside face of wings at the bottom of end bent and plain pipe shall be used where the vertical drain ends to the exit at ground line.<br />
<br />
=== G4. Substructure Quantity Table ===<br />
<br />
'''(G4.1) <font color="purple">[MS Cell]</font color="purple">''' Place substructure quantity table on right side of substructure bent sheet.<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Quantity<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
!colspan="3"|Items shown are for example only, use actual items and quantities for each bent.<br />
|}<br />
<br />
'''(G4.2)'''<br />
:These quantities are included in the estimated quantities table on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
'''Drilled Shafts'''<br />
<br />
'''(G4.3) '''<br />
:All reinforcement in drilled shafts and rock sockets is included in the substructure quantities.<br />
<br />
<br />
=== G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)===<br />
<br />
<br />
====G5a Closed Ended Cast-in Place (CECIP) Concrete Pile====<br />
<br />
'''(G5a1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5a2)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5a3)'''<br />
:Steel for closure plate shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a4)'''<br />
:Steel for cruciform pile point reinforcement shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a5)'''<br />
:Steel casting for conical pile point reinforcement shall be ASTM A148 Grade 90-60.<br />
<br />
'''(G5a6)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness. <br />
<br />
'''(G5a7)'''<br />
:Closure plate shall not project beyond the outside diameter of the pipe pile. Satisfactory weldments may be made by beveling tip end of pipe or by use of inside backing rings. In either case, proper gaps shall be used to obtain weld penetration full thickness of pipe. Payment for furnishing and installing closure plate will be considered completely covered by the contract unit price for Galvanized Cast-In-Place Concrete Piles.<br />
<br />
'''(G5a8)'''<br />
:Splices of pipe for cast-in-place concrete pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length.<br />
<br />
'''(G5a9a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5a9b) Use the following note for seismic category B, C or D '''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5a10)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5a11)''' <br />
:Closure plate need not be galvanized. <br />
<br />
'''(G5a12) '''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel. <br />
<br />
'''(G5a13) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents.'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5a14) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5a15)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
====G5b Open Ended Cast-in Place (OECIP) Concrete Pile====<br />
<br />
'''(G5b1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5b2)'''<br />
:Open ended pile shall be augered out to the minimum pile cleanout penetration elevation and filled with Class B-1 concrete.<br />
<br />
'''(G5b3)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5b4)'''<br />
:Steel casting for open ended cutting shoe pile point reinforcement shall be <u>ASTM A148 Grade 90-60</u>.<br />
<br />
'''(G5b5)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness.<br />
<br />
'''(G5b6)'''<br />
:Splices of pipe for cast-in-place pipe pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length. <br />
<br />
'''(G5b7a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5b7b) Use the following note for seismic category B, C or D'''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5b8)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5b9)'''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel.<br />
<br />
'''(G5b10) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5b11) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5b12)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
===G6. As-Built Pile and Drilled Shaft Data=== <br />
<br />
'''(G6.1) Include A, B and C with all pile types. Include D and E along with bracketed guidance when piles are being dynamic tested.''' <br />
<br />
:Indicate in remarks column:<br />
<br />
:A. Pile type and grade<br />
<br />
:B. Batter<br />
<br />
:C. Driven to practical refusal<br />
<br />
:D. PDA test pile<br />
<br />
:E. Minimum tip elevation controlled<br />
<br />
:(Use when actual blow count is less than PDA blow count due to minimum tip elevation requirement. A plus sign (+) shall be placed after the PDA nominal axial compressive resistance value indicating actual value is higher than PDA value.)<br />
<br />
'''(G6.2) Use this note when only drilled shafts are shown on the sheet. '''<br />
<br />
:Indicate remarks in the remarks column.<br />
<br />
'''(G6.3) '''<br />
<br />
:This sheet to be completed by MoDOT construction personnel.<br />
<br />
===G7. Steel HP Pile===<br />
<br />
'''(G7.1) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Splice Detail - Galvanized.'''<br />
:Galvanizing material shall be omitted or removed one inch clear of weld locations in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702].<br />
<br />
'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with ASTM F2329. <br />
<div id="(G7.4) (Use the following note"></div><br />
'''(G7.3) Use on all plans where HP piles are anticipated to be driven to refusal on rock at any depth.'''<br />
<br />
:HP piles are anticipated to be driven to refusal on rock. Review all borings for depth of rock and restrict driving as appropriate to comply with hard rock driving criteria in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702]. When pile refusal on rock occurs, as approved by the engineer, the minimum nominal axial compressive resistance is verified and no additional pile driving verification method is required.<br />
<br />
===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with Sec 701.<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
<br />
== H. Superstructure Notes ==<br />
<br />
<br />
=== H1. Steel ===<br />
<br />
'''Plate Girders - (Shop welding)'''<br />
<br />
'''(H1.1) To be used only with the permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop flange splice by extending the heavier flange plate and providing approved modifications of details at field flange splices and elsewhere as required. All cost of any required design, plan revisions or re-checking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on Design Plans.<br />
<br />
<br />
'''Welded Shop Splices'''<br />
<br />
'''(H1.1.1) Place near Welded Shop Splice Details.'''<br />
:Welded shop web and flange splices may be permitted when detailed on the shop drawings and approved by the engineer. No additional payment will be made for optional welded shop web and flange splices.<br />
<div id="(H1.2)"></div><br />
'''(H1.2) Use for the welded connection of intermediate web stiffener to compression flange. Use for the welded connection of intermediate diaphragm connection plate to compression flange when bolted connection detail is used for tension flange.'''<br />
:(3) Weld to compression flange as located on Elevation of Girder. <br />
<br />
<div id="(H1.3) Add to note (H1.2)"></div><br />
<br />
'''(H1.3) Add to note (H1.2), only when girders are built up with A514 or A517 steel flanges. Caution: Using this note means that these structural steels are already on the system. Any new construction using these structural steels requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.'''<br />
<br />
:Intermediate web stiffeners shall not be welded to plates of A514 or A517 steel.<br />
<br />
<br />
'''Plate Girders with Camber'''<br />
<br />
'''(H1.4) Place near the elevation of girder.'''<br />
:Plate girders shall be fabricated to be in accordance with the camber diagram shown on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Detail Camber Diagram with note (H1.5), Dead Load Deflection Diagram with notes (H1.6) and (H1.6.1), and Theoretical Slab Haunch with note (H1.7).'''<br />
<br />
'''(H1.5)'''<br />
:Camber includes allowance for <u>vertical curve,</u> <u>superelevation transition,</u> <u>and for</u> dead load deflection due to concrete slab, barrier, <u>asphalt,</u> <u>concrete wearing surface</u> and structural steel.<br />
<br />
'''(H1.6)'''<br />
:<u>&nbsp;&nbsp;</u>% of dead load deflection is due to the weight of structural steel.<br />
<br />
'''(H1.6.1)'''<br />
:Dead load deflection includes weight of structural steel, concrete slab, and barrier.<br />
<br />
<br />
'''(H1.7)'''<br />
:'''*''' Dimension (bottom of slab to top of web) may vary if the girder camber after erection differs from plan camber by more or less than the % of Dead Load Deflection due to weight of structural steel. No payment will be made for any adjustment in forming or additional concrete required for variation in haunching.<br />
<br />
'''Note:''' Increase the haunch by 1/2"&plusmn; more than what is required to make one size shear connector work for both the CIP and the SIP options.<br />
<br />
<br />
'''Bolted Field Splices for Plate Girders and Wide Flange Beams use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel.'''<br />
<br />
'''Place the following notes near detail of bolted field splice:'''<br />
<div id="(H1.8) Include underline"></div><br />
'''(H1.8) Include underline portion for Class C or D faying surfaces. Class B is standard and included in Spec Book 1081.10.3.10.1.'''<br />
<br />
:Contact surfaces shall be in accordance with Sec 1081 for surface preparation. <u>The surface condition factor shall be for Class</u> <u>C</u> <u>D</u> <u>with coefficient of</u> <u>0.30.</u> <u>0.45.</u><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' MoDOT typically uses Class B.<br />
|-<br />
|width="150" valign="top"|Class A Surface: ||Unpainted clean mill scale, and blast-cleaned surfaces with Class A coatings. Surface condition factor = 0.30 (Not used by MoDOT)<br />
|-<br />
|valign="top"|Class B Surface: ||Unpainted blast-cleaned surfaces to SSPC-SP 6 or better, and blast-cleaned surfaces with Class B coatings (inorganic zinc primer), or unsealed pure zinc or 85/15 zinc/aluminum thermal-sprayed coatings with a thickness less than or equal to 16 mils. Surface condition factor = 0.50<br />
|-<br />
|valign="top"|Class C Surface: ||Hot-dip galvanized surfaces. Surface condition factor = 0.30<br />
|-<br />
|valign="top"|Class D Surface:||Blast-cleaned surfaces with Class D coatings (organic zinc-rich primer). Surface condition factor = 0.45<br />
|}<br />
<br />
'''(H1.8.1) ASTM F3148 Grade 144 bolts may be specified by design or directly substituted for a design with A325 bolts. Consult SPM or SLE before using F3148 bolts.'''<br />
:Bolts shall be 7/8-inch diameter ASTM <u>F3125 Grade A325</u> <u>F3148 Grade 144</u> <u>Type 1</u> <u>Type 3</u> in 15/16-inch diameter holes.<br />
<br />
<br />
'''Structures without Longitudinal Section'''<br />
<br />
'''(H1.9) Place just above slab at part section near end diaphragm and draw an arrow to the top of diaphragm.'''<br />
:Haunch slab to bear.<br />
<br />
<br />
'''Top of End Bent Backwall (Without expansion device)'''<br />
<br />
'''(H1.10)'''<br />
:Two layers of 30-lb roofing felt.<br />
<br />
<br />
'''Section thru Spans'''<br />
<br />
'''(H1.11) Place on the slab sheet when applicable.'''<br />
:For details of <u>barrier</u> <u>parapet</u> <u>median bridge rail</u> not shown, see Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Web Stiffeners'''<br />
<br />
'''(H1.12)'''<br />
:Whenever longitudinal stiffeners interfere with bolting the <u>diaphragms</u> <u>cross frames</u> in place, clip stiffeners.<br />
<br />
'''(H1.13)'''<br />
:Longitudinal web stiffeners shall be placed on the outside of exterior girders and on the side opposite of the transverse web stiffener plates for interior girders.<br />
<br />
'''(H1.14)'''<br />
:Transverse web stiffeners shall be located as shown in the plan of structural steel.<br />
<br />
'''(H1.15)'''<br />
:Intermediate web stiffener plate and diaphragm spacing may vary from plan dimensions by a maximum of 3" for diaphragm to connect to the intermediate web stiffener plate.<br />
<br />
<br />
'''Wide Flange Beams - (Shop Welding)'''<br />
<br />
'''(H1.16) To be used only with permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop splice by extending the heavier beam and providing an approved modification of details at the field splices. All costs of any required redesign, plan revisions or rechecking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on the design plans.<br />
<br />
<br />
'''Shear Connectors'''<br />
<br />
'''(H1.17) Use only when "Fabricated Structural …Steel… " is included as a pay item.'''<br />
:Weight of <u>&nbsp;&nbsp;&nbsp;</u> pounds of shear connectors is included in the weight of Fabricated Structural <u>&nbsp;&nbsp;&nbsp;</u> Steel.<br />
<br />
'''(H1.18)'''<br />
:Shear connectors shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 712, 1037 and 1080].<br />
<br />
<br />
'''Notch Toughness for Wide Flange Beams (Do not use the following notes if member is labeled as fracture critical.)<br />
:(Place an ∗ with all the beam sizes indicated on the "Plan of Structural Steel".)<br />
:(Place the following note near the "Plan of Structural Steel".)'''<br />
<br />
'''(H1.19)'''<br />
:∗ Notch toughness is required for all wide flange beams.<br />
<br />
<br />
'''(Place an ∗ with the flange plate, pin plate or hanger bar size indicated on the "Detail of Flange Plates, Pin Plate Connection or Hanger Connection".)''' <br />
<br />
'''(H1.20)'''<br />
:∗ Notch toughness is required for all <u>welded flange plates</u> <u>pin plates</u> <u>hanger bars</u>.<br />
<br />
<br />
'''Notch Toughness for Plate Girders (Do not use the following notes if member is labeled as fracture critical.)<br />
:'''(Place the following note on the sheet with the Elevation of Girder.)'''<br />
:'''(See [[751.5 Structural Detailing Guidelines#751.5.9.3.2 Notch Toughness|Plate Girder Example]] for typical examples for the location of ∗ ∗ ∗ on details for plate girders.)'''<br />
<br />
'''(H1.21)'''<br />
:∗ ∗ ∗ Indicates flange plates subject to notch toughness requirements.<br />
:All web plates shall be subject to notch toughness requirements.<br />
<br />
'''(H1.21.1)'''<br />
:The flange and web splice plates shall be subject to notch toughness requirements, when notch toughness is required for flanges on both sides of splice.<br />
<br />
<br />
'''(Place ∗ ∗ ∗ near the size of flange splice plates, pin plates or hanger bars and the following note near the detail of flange splice, pin plate connection or hanger connection.) '''<br />
<br />
'''(H1.22)'''<br />
:∗ ∗ ∗ Indicates <u>flange splice plates</u> <u>pin plates</u> <u>hanger bars</u> subject to notch toughness requirements.<br />
<br />
<div id="(H1.23)"></div><br />
'''(H1.23) Structural Steel for Wide Flange Beams and Plate Girder Structures'''<br />
<br />
'''(H1.23a)'''<br />
:Fabricated structural steel shall be ASTM A709 Grade <u>36</u> <u>50</u>, except as noted.<br />
<br />
'''(H1.23b) Use the following note on all structures that contain non-redundant Fracture Critical Members (FCM).'''<br />
Label FCM members in the details, and place the following note nearby. Notes H1.19 through H1.22 are not required when the member is labeled as fracture critical.<br />
<br />
:FCM indicates Fracture Critical Member, see [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''Tangent Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel and Elevation of Beams or Girders'''<br />
<br />
'''(H1.24)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Oversized Holes for Intermediate Diaphragms'''<br />
<br />
'''Place the following note near the intermediate diaphragm detail on all tangent wide flange and plate girder structures.'''<br />
<br />
'''(H1.26)'''<br />
:At the contractor's option, holes in the diaphragm plate of non slab bearing diaphragms may be made 3/16" larger than the nominal diameter of the bolt. A hardened washer shall be used under the bolt head and nut when this option is used. Holes in the girder diaphragm connection plate or transverse web stiffener shall be standard size.<br />
<br />
<br />
'''Slab drain attachment holes'''<br />
<br />
'''Place the following note near the Elevation of Girder detail for plate girders or near the plan view for Wide Flange Beams when Slab Drains are used.'''<br />
<br />
'''(H1.27)'''<br />
:For location of slab drain attachment holes, see slab drain details sheet.<br />
<br />
<br />
'''Tangent Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''Dimensions given in plan should be identical to horizontal dimensions detailed in Part-Longitudinal Sections or blocking diagram.'''<br />
<br />
'''(H1.28)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.29)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.31)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Elevation of Beams or Girders'''<br />
<br />
'''(H1.32)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)''' <br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.36)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.37)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Structures on Vertical Curve'''<br />
<br />
'''(H1.39)'''<br />
:Elevations shown are at top of web before dead load deflection.<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange'''<br />
<br />
'''(H1.40) Use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Bolts shall be 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> that connect the 6 x 6 x 3/8 angle to the top flange and placed so the nut is on the inside of flange toward the web. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied. <br />
|}<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange for Structures on Vertical Curve'''<br />
<br />
'''(H1.40.1)'''<br />
:The 6 x 6 x 3/8 angle legs shall be adjusted to the variable angle between bearing stiffener and top flange created by girder tilt due to grade requirements.<br />
<br />
<br />
'''(H1.42) Place the following note near the Plan of Structural Steel for all new bridges with staged construction or bridge widening projects. '''<br />
:Bolts for intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be installed snug tight, then tightened after both adjacent slab pours are completed.<br />
<br />
'''(H1.43) Place the following note on the staging sheet for all bridge redecking projects with staged construction.'''<br />
:Existing <u>bolts</u> <u>rivets</u> on intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be removed and replaced with new in kind high strength bolts installed snug tight and in accordance with Sec 712. The high strength bolts shall be tightened after both adjacent slab pours are completed. Cost will be considered incidental to other pay items.<br />
<br />
'''(H1.45) Place near Detail B and Optional Detail B with cross frame diaphragms. '''<br />
:'''*''' At the contractor's option, rectangular fill plates may be used in lieu of diamond fill plates as shown in Optional Detail B.<br />
<br />
'''Haunching (Use for wide flange deck replacements.) '''<br />
<br />
'''(H1.51)'''<br />
:Slab is to be considered at a uniform thickness as shown on the plans. Haunching will vary. See front sheet for slab thickness.<br />
<br />
'''(H1.53) Drip angles''' (Notes for Bridge Standard Drawings)<br />
:'''(H1.53a)''' Drip angles shall be caulked with dark brown caulking against flange, web and fillet welds.<br />
:'''(H1.53b)''' Drip angles shall be same grade as bottom flange.<br />
:'''(H1.53c)''' Use 1/2-inch diameter ASTM F3125 Grade A325 Type 3 for bolted connection.<br />
<br />
=== H2. Concrete ===<br />
<br />
<br />
==== H2a. Continuous Slab ====<br />
<br />
'''(H2a.1) Use for voided slabs'''<br />
:Tubes for producing voids shall have an outside diameter of [[Image:751.50 circled 1.gif]] and shall be anchored at not more than [[Image:751.50 circled 2.gif]] centers. Fiber tubes shall have a wall thickness of not less than [[Image:751.50 circled 3.gif]].<br />
<br />
<br />
(*) See the following table for [[Image:751.50 circled 1.gif]], [[Image:751.50 circled 2.gif]], & [[Image:751.50 circled 3.gif]].<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|+(Do not show this table on plans)<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Voids<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 1.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 2.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|[[Image:751.50 circled 3.gif]]<br />
|-<br />
|width="75pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|7"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|7.0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|8.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|9"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|9.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|10"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|10.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|11"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|11.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|12"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|12.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|14"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|14.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.250"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|15 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|15.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|16 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|16.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|18 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-6"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|20 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|20.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|21 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|22 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|22.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"|24 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|24.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|}<br />
<br />
==== H2b. Prestressed Panels (Notes for Bridge Standard Drawings)====<br />
<br />
'''H2b1. Notes for both Concrete and Steel Spans '''<br />
<br />
'''(H2b1.1)'''<br />
:Concrete for prestressed panels shall be Class A-1 with f'<sub>c</sub> = 6,000 psi, f'<sub>ci</sub> = 4,000 psi.<br />
<br />
'''(H2b1.2)'''<br />
:The top surface of all panels shall receive a scored finish with a depth of scoring of 1/8" perpendicular to the prestressing strands in the panels.<br />
<br />
'''(H2b1.3)'''<br />
:Prestressing tendons shall be high-tensile strength uncoated seven-wire, low-relaxation strands for prestressed concrete in accordance with AASHTO M 203 Grade 270, with nominal diameter of strand = 3/8" and nominal area = 0.085 sq. in. and minimum ultimate strength = 22.95 kips (270 ksi). Larger strands may be used with the same spacing and initial tension.<br />
<br />
'''(H2b1.4)'''<br />
:Initial prestressing force = 17.2 kips/strand.<br />
<br />
'''(H2b1.5)'''<br />
:The method and sequence of releasing the strands shall be shown on the shop drawings.<br />
<br />
'''(H2b1.6)'''<br />
:Suitable anchorage devices for lifting panels may be cast in panels, provided the devices are shown on the shop drawings and approved by the engineer. Panel lengths shall be determined by the contractor and shown on the shop drawings.<br />
<br />
'''(H2b1.7)'''<br />
:When squared end panels are used at skewed bents, the skewed portion shall be cast full depth. No separate payment will be made for additional concrete and reinforcing required.<br />
<br />
'''(H2b1.8) References the P3 bars shown in the Plans of Panels. '''<br />
:Use #3-P3 bars if panel is skewed 45&deg; or greater.<br />
<br />
'''(H2b1.9)'''<br />
:All reinforcement other than prestressing strands shall be epoxy coated.<br />
<br />
'''(H2b1.10) References the panel extension into the diaphragms shown in the Plan of Panels Placement. '''<br />
:End panels shall be dimensioned 1/2" min. to 1 1/2" max. from the inside face of diaphragm.<br />
<br />
'''(H2b1.11) References the S-bars shown in the Plan of Panels Placement. '''<br />
:S-bars shown are bottom steel in slab between panels and used with squared and truncated end panels only.<br />
<br />
'''(H2b1.12)'''<br />
:Cost of S-bars will be considered completely covered by the contract unit price for the slab.<br />
<br />
'''(H2b1.13)'''<br />
:S-bars are not listed in the bill of reinforcing.<br />
<br />
'''(H2b1.14) Place as fifth note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be glued to the <u>girder</u> <u>beam</u>. When thickness exceeds 1 1/2 inches, the joint filler shall be glued top and bottom. The glue used shall be the type recommended by the joint filler manufacturer.<br />
<br />
'''(H2b1.15)'''<br />
:Precast panels may be in contact with stirrup reinforcing in diaphragms.<br />
<br />
'''(H2b1.16) References the transverse S-bars extension into integral end bents shown in the Plan of Panels Placement. '''<br />
:Extend S-Bars 18 inches beyond the front face of end bents and int. bents for squared and truncated end panels only.<br />
<br />
'''(H2b1.17) References the 3/8-inch diameter strands shown in the Plans of Panels. '''<br />
:Any strand 2'-0" or shorter shall have a #4 reinforcing bar on each side of it, centered between strands. Strands 2'-0" or shorter may then be debonded at the fabricator's option.<br />
<br />
'''(H2b1.18)'''<br />
:Support from diaphragm forms is required under the optional skewed end until cast-in-place concrete has reached 3,000 psi compressive strength.<br />
<br />
'''(H2b1.19) Place under the Bending Diagram for U1 Bar. '''<br />
:U1 Bars may be oriented at right angles to location and spacing shown. U1 Bars shall be placed between P1 Bars. <br />
<br />
'''(H2b1.20) Place as last note under Joint Filler heading in the General Notes. '''<br />
:Edges of panels shall be uniformly seated on the joint filler before slab reinforcement is placed.<br />
<br />
'''(H2b1.21)'''<br />
:Prestressed panels shall be brought to saturated surface-dry (SSD) condition just prior to the deck pour. There shall be no free standing water on the panels or in the area to be cast.<br />
<br />
'''(H2b1.22)''' <br />
:The prestressed panel quantities are not included in the table of estimated quantities for the slab.<br />
<br />
'''(H2b1.23) References the transverse S-bars extension beyond the edge of girder or beam shown in the Plan of Panels Placement.''' <br />
:Extend S-bars 9 inches beyond edge of <u>girder</u> <u>beam (Typ.)</u>.<br />
<br />
'''(H2b1.24) References the panel overhang shown in Section A-A. '''<br />
:Contractor shall ensure proper consolidation under and between panels.<br />
<br />
'''(H2b1.25) Place as first note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be preformed fiber expansion joint material in accordance with Sec 1057 or expanded or extruded polystyrene bedding material in accordance with Sec 1073.<br />
<br />
'''(H2b1.26) References the #3-P1 bars in the squared and truncated end panels only shown in the Plans of Squared Panel and Optional Truncated End Panel.'''<br />
:For end panels only, P1 bars shall be 2’-0” in length and embedded 12”. P1 bars will not be required for panels at squared integral end bents. <br />
<br />
'''(H2b1.27) References the four #3-P2 bars required below the strands shown in the plans of panels and the section thru the panel. '''<br />
: #3-P2 bars near edge of panel at bottom (under strands).<br />
<br />
'''(H2b1.28) References the bottom transverse slab bars shown in the section near the expansion gap. Not required if there is not an expansion gap on the bridge. '''<br />
:S-bars shown are used with skewed end panels, or squared end panels of squared structures only. The #5 S-bars shall extend the width of slab (2'-6" lap if necessary) or to within 3 inches of expansion device assemblies.<br />
<br />
'''(H2b1.29) References #3-P1 bars required at expansion gaps shown in the Plan of Optional Skewed End Panel. Not required if there is not an expansion gap on the bridge. '''<br />
:P1 bars not required for integral bents.<br />
<br />
'''(H2b1.30) References the min. steel reinforcement for openings in slab created by truncated end panels.'''<br />
:For truncated end panels, use a min. of #5-S bars at 6” crossings in openings, or min. 4x4-W7xW7.<br />
<br />
<br />
'''H2b2. Additional Notes for Panels on Concrete Spans'''<br />
<br />
'''(H2b2.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material may be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances.<br />
<br />
'''(H2b2.6) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of preformed fiber expansion joint material shall be used under any one edge of any panel except at locations where top flange thickness may be stepped. The maximum change in thickness between adjacent panels shall be 1/2 inch. The polystyrene bedding material may be cut with a transition to match haunch height above top of flange.<br />
<br />
'''(H2b2.7) References the top flange thickness shown in Section A-A. '''<br />
:At the contractor's option, the variation in slab thickness over prestressed panels may be eliminated or reduced by increasing and varying the <u>girder</u> <u>beam</u> top flange thickness. Dimensions shall be shown on the shop drawings.<br />
<br />
'''(H2b2.8) References the slab thickness above the panel shown in Section A-A. '''<br />
:Slab thickness over prestressed panels varies due to <u>girder</u> <u>beam</u> camber. In order to maintain minimum slab thickness, it may be necessary to raise the grade uniformly throughout the structure. No payment will be made for additional labor or materials required for necessary grade adjustment.<br />
<br />
'''(H2b2.10) Place as second note under Joint Filler heading in the General Notes. '''<br />
:Use Slab Haunching Diagram on Sheet No. __ for determining thickness of joint filler within the limits noted in the table of Joint Filler Dimensions. <br />
<br />
<br />
'''H2b3. Additional Notes for Panels on Steel Spans'''<br />
<br />
'''(H2b3.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material shall be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances. <br />
<br />
'''(H2b3.2) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of material shall be used under any one edge of any panel except at splices, and the maximum change in thickness between adjacent panels shall be 1/4 inch to correct for variations from <u>Girder</u> <u>Beam</u> Camber Diagram. The polystyrene bedding material may be cut to match haunch height above top of flange.<br />
<br />
'''(H2b3.3) References the slab thickness above the panel shown in Section A-A. '''<br />
:Adjustment in the slab thickness, joint filler, or grade will be necessary if the <u>girder</u> <u>beam</u> camber after erection differs from plan camber by more than the % of dead load deflection due to the weight of structural steel. No payment will be made for additional labor or materials for the adjustment.<br />
<br />
'''(H2b3.5) Place as second note under Joint Filler heading in the General Notes. '''<br />
:The thickness of the joint filler shall be adjusted to achieve the slab haunching dimension found on Sheet No. __. These adjustments shall be within the limits noted in the table of Joint Filler Dimensions.<br />
<br />
==== H2c. Prestressed Girders and Beams====<br />
<br />
'''H2c1. Notes for all Girders and Beams. Place in general notes unless otherwise specified. ''' <br />
<br />
'''(H2c1.1)'''<br />
:Concrete for prestressed <u>girders</u> <u>beams</u> shall be Class A-1 with f'<sub>c</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi and f'<sub>ci</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi.<br />
<div id="(H2c1.3)"></div><br />
'''(H2c1.3)'''<br />
:Use ___ strands, <u>1/2</u> <u>0.6</u>"ø Grade 270, with an initial prestress force of <u>&nbsp;&nbsp;&nbsp;</u> kips.<br />
<br />
'''(H2c1.4) '''<br />
:Pretensioned members shall be in accordance with Sec 1029.<br />
<br />
'''(H2c1.5) '''<br />
:Fabricator shall be responsible for location and design of lifting devices. <br />
<div id="(H2c1.7)"></div><br />
'''(H2c1.7) All girders and beams except double-tee girders. Top flange blockout for multiple span NU girders only. Application of bond breaker for prestressed panel decks on NU girders and spread beams only.'''<br />
:Exterior and interior <u>girders</u> <u>beams</u> are the same except: coil ties, <u>top flange blockout,</u> <u>application of bond breaker,</u> <u>coil inserts for slab drains,</u> <u>holes for steel intermediate diaphragms</u>.<br />
<br />
'''(H2c1.9) Use when the camber diagram is placed on another sheet. '''<br />
:For <u>Girder</u> <u>Beam</u> Camber Diagram, see Sheet No. __. <br />
<br />
<div id="(H2c1.10)"></div><br />
'''(H2c1.10) Use when steel intermediate diaphragms are present.'''<br />
:The 1 1/2"ø holes shall be cast in the web for steel intermediate diaphragms. Drilling is not allowed. For location of holes and details of steel intermediate diaphragms, see Sheet No. __.<br />
<br />
'''(H2c1.15) Use when slab drains are present. Use <u>drain blockouts</u> for double-tee girders, otherwise use <u>coil inserts at slab drains</u>. '''<br />
:For location of <u>coil inserts at slab drains</u> <u>drain blockouts</u>, see Sheet No. __. <br />
<br />
'''(H2c1.25) Place near vent hole details for stream crossings only for girder structures. Use <u>(one end only)</u> for flat grades otherwise use <u>upgrade</u>. '''<br />
:Place vent holes at or near <u>upgrade</u> 1/3 point of girders <u>(one end only)</u> and clear reinforcing steel and strands by 1 1/2" minimum <u>and steel intermediate diaphragms bolt connection by 6" minimum</u>. <br />
<br />
<div id="(H2c1.38)"></div><br />
'''(H2c1.38) '''<br />
:For location of coil ties at <u>concrete diaphragms</u> <u>and integral bents</u>, see Sheet<u>s</u> No. __<u>and</u> __. <br />
<br />
'''(H2c1.44) Place near strand arrangement detail when strands are debonded (primarily with beams).'''<br />
:All strands are fully bonded unless otherwise noted.<br />
<br />
'''(H2c1.46) Place near strands at girder or beam ends detail with non-integral bents. Adjust the details accordingly. '''<br />
:Prestressing strands at End Bents No. __ and __ <u>and Intermediate</u> <u>Bents</u> No. __ and __ shall be trimmed to within 1/8 inch of concrete if exposed, or 1 inch of concrete if encased. Exposed ends of girders shall be given 2 coats of an asphalt paint. Ends of girders which will be encased in concrete diaphragms shall not be painted. <br />
<br />
<br />
'''H2c2. Additional NU-Girder Notes. Place with H2c1 general notes.''' <br />
<br />
<div id="(H2c2.2)"></div><br />
'''(H2c2.2) Use for NU 35 and NU 43 only '''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the girders during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not drill holes in the girders. <br />
<br />
'''(H2c2.3) '''<br />
:Alternate bar reinforcing steel details are provided and may be used. The same type of reinforcing steel shall be used for all girders in all spans. <br />
<br />
<div id="(H2c2.10)"></div><br />
<br />
'''H2c3. Additional Double-Tee Girder Notes. Place with H2c1 general notes. '''<br />
<br />
'''(H2c3.1) '''<br />
:Girders shall be handled and erected into position in a manner that will not impair the strength of the girder. <br />
<br />
'''(H2c3.2) '''<br />
:The vertical face of the exterior girder that will be in contact with the slab shall be roughened by sand blasting, or other approved methods, to provide suitable bond between girder and slab. <br />
<br />
'''(H2c3.3) '''<br />
:All exposed edges of concrete shall have a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H2c3.4) '''<br />
:Payment for edge block will be considered completely covered by the contract unit price for the double-tee girders. <br />
<br />
'''(H2c3.5) '''<br />
:Provide lifting loops in each end of double-tee girder, located near center of stem, 2 feet from each end. <br />
<br />
'''(H2c3.6) '''<br />
:Adequate reinforcing other than the specified welded wire fabric may be used with the approval of the engineer. <br />
<br />
'''Use notes H2c3.10 and H2c3.11 when a thrie beam bridge rail is used. '''<br />
<br />
'''(H2c3.10) '''<br />
:See slab sheet for spacing of rail posts. <br />
<br />
'''(H2c3.11) '''<br />
:See thrie beam rail sheet for details of bolt spacing at rail posts and anchor bolt lengths. <br />
<br />
<div id="H2c4. Additional Prestressed Concrete Box Beam Notes"></div><br />
<br />
'''H2c4. Blank'''<br />
<br />
<br />
'''H2c5. Blank '''<br />
<br />
<br />
'''H2c6. Camber Diagram & Slab Haunching or Slab Thickness Diagram '''<br />
<div id="(H2c6.1)"></div><br />
<br />
'''(H2c6.1) Place with camber diagram '''<font color="purple">[MS Cell]</font color="purple">''' for all girders and beams. '''<br />
:Conversion factors for <u>girder</u> <u>beam</u> camber (Estimated at 90 days): <br />
<br />
:'''Use with spans 75' and greater in length. '''<br />
:0.1 pt. = 0.314 x 0.5 pt. <br />
:0.2 pt. = 0.593 x 0.5 pt. <br />
:0.3 pt. = 0.813 x 0.5 pt. <br />
:0.4 pt. = 0.952 x 0.5 pt. <br />
<br />
:'''Use with spans less than 75' in length. '''<br />
:0.25 pt. = 0.7125 x 0.5 pt. <br />
<div id="Place notes H2c6.10 thru H2c6.14"></div><br />
'''Place notes H2c6.10 thru H2c6.14 with slab haunching diagram '''<font color="purple">[MS Cell]</font color="purple">''' (slab thickness diagram '''<font color="purple">[MS Cell]</font color="purple">''' for double-tee girders and adjacent beams). '''<br />
<br />
'''(H2c6.10) Omit underlined haunch segments for double-tee girders and adjacent beams. The minimum embedment sentence is not applicable for Box Beams. Omit hairpin bar when not used on the plan details.'''<br />
:If <u>girder</u> <u>beam</u> camber is different from that shown in the camber diagram, in order to maintain minimum slab thickness, <u>an adjustment of the slab haunches,</u> an increase in slab thickness or a raise in grade uniformly throughout the structure shall be necessary. <u>The haunch shall be limited to ensure the projecting girder reinforcement</u> <u>or hairpin bar</u> <u>is embedded into slab at least 2 inches.</u> No payment will be made for additional labor or materials required for variation in <u>haunching,</u> slab thickness or grade adjustment. <br />
<br />
'''(H2c6.11) Omit “haunches” for double-tee girders and adjacent beams. '''<br />
:Concrete in the slab <u>haunches</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>. <br />
<br />
'''(H2c6.13) Use only for double-tee girders and adjacent beams. Underline part only required when the slab thickness within parabolic crown is less than the minimum slab thickness. A = minimum slab thickness. B = slab thickness at crown centerline. '''<br />
:The slab is to be built parallel to grade and to a minimum thickness of '''''A''''' <u>(Except varies from '''''A''''' to '''''B''''' within parabolic crown)</u>. <br />
<br />
'''(H2c6.14) Use only if the camber diagram is located on the girder or beam sheet. '''<br />
:See <u>girder</u> <u>beam</u> sheet for <u>girder</u> <u>beam</u> camber diagram. <br />
<br />
<br />
'''H2c7. Steel Intermediate Diaphragms ''' <br />
<br />
'''(H2c7.1) For the location of (*), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(*) In lieu of 2 1/2" outside diameter washers, contractor may substitute a 3/16" (Min. thickness) plate with four 15/16"ø holes and one hardened washer per bolt. <br />
<br />
'''(H2c7.2) For the location of (**), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(**) Bolts shall be tightened to provide a tension of one-half that specified in Sec 712 for high strength bolt installation. ASTM F3125 Grade A325 Type 1 bolts may be substituted for and installed in accordance with the requirements for the specified A307 bolts. <br />
<br />
'''(H2c7.3) '''<br />
:All diaphragm materials including bolts, nuts, and washers shall be galvanized. <br />
<br />
'''(H2c7.4) '''<br />
:Fabricated structural steel shall be ASTM A709 Grade 36 except as noted. <br />
<br />
'''(H2c7.5) '''<br />
:Payment for furnishing and installing steel intermediate diaphragms will be considered completely covered by the contract unit price for Steel Intermediate Diaphragm for P/S Concrete Girders. <br />
<br />
'''(H2c7.6) '''<br />
:Shop drawings will not be required for steel intermediate diaphragms and angle connections. <br />
<br />
<br />
'''H2c8. Concrete Diaphragms at Intermediate Bents '''<br />
<br />
'''(H2c8.1) Place near diaphragm details for all girders and beams except for double-tee girders at the following grades: 16” > 5%, 22” > 4% and 30” > 3%. '''<br />
:Diaphragms at intermediate bents shall be built vertical.<br />
<br />
=== H3. Bearings ===<br />
<br />
<br />
==== H3a. Type C & D ====<br />
<br />
'''The following notes apply to Type C Bearings.'''<br />
<br />
'''(H3.1)'''<br />
:Anchor bolts for Type C bearings shall be 1"ø ASTM F1554 Grade 55 swedged bolts, with no heads or nuts and shall extend 10" into the concrete. Swedging shall be 1" less than the extension into the concrete. Anchor bolts shall be set in the drilling holes or in the anchor bolt wells and grouted prior to the erection of steel. The top of anchor bolts shall be set approximately 1/4" below the top of bearing. <br />
<br />
'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.3)'''<br />
:Weight of the anchor bolts for the bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.4) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.5)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following notes apply to Type D Bearings.'''<br />
<br />
'''(H3.6)'''<br />
:Anchor bolts for Type D bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H3.8)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.9) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.10)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type D Bearings Modified.'''<br />
<br />
'''(H3.11)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3b. Type E ====<br />
<br />
'''The following notes apply to Type E Bearings.'''<br />
<br />
'''(H3.15)'''<br />
:Anchor bolts for Type E bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.17)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.18) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.20)'''<br />
:A lubricant coating shall be applied in the shop to both mating surfaces of the bearing assembly. The lubricant, method of cleaning, and application shall meet the requirements of MIL-L-23398 and MIL-L-46147. The coated areas shall be protected for shipping and erection.<br />
<br />
'''(H3.21)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type E Bearings Modified.'''<br />
<br />
'''(H3.22)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3c. Type N PTFE ====<br />
<br />
'''(H3.24)''' <br />
:Design coefficient of friction equals _____.<br />
<br />
'''(H3.24.1)'''<br />
:The PTFE surface shall be <u>flat</u> <u>dimpled</u>.<br />
<br />
'''(H3.24.2) Use for Dimpled PTFE only'''<br />
:The depth of the dimples shall be at least 0.08 inch but less than one-half the PTFE thickness and the diameter shall be no more than 0.32 inch. Dimples shall be uniformly distributed and cover greater than 20% but less than 30% of the entire PTFE surface area. Dimples shall not be placed to intersect the edge of the PTFE surface.<br />
<br />
'''(H3.24.3) Use for Dimpled PTFE only''' <br />
:Dimpled PTFE surfaces shall be lubricated with silicone grease meeting the Society of Automotive Engineers Specification SAE-AS8660.<br />
<br />
'''(H3.25) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.27)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.28)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
<br />
'''Use the following note when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized.'''<br />
<br />
'''(H3.29) Use grade per Design Comps.'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating.<br />
<br />
<div id="Use the following note when ASTM A709 Grade 50W steel"></div><br />
'''Use the following note when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
<div id="(H3.29.1)"></div><br />
'''(H3.29.1)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material. <br />
<div id="(H3.29.2)"></div><br />
'''Use the following note when steel superstructure is galvanized. '''<br />
<br />
'''(H3.29.2)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. The stainless steel plate shall be protected from galvanizing. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.30)'''<br />
:Type N PTFE Bearings shall be in accordance with Sec 716.<br />
<br />
'''(H3.31)'''<br />
:PTFE surface shall be fabricated as a single piece. Splicing will not be permitted. <br />
<br />
'''(H3.32)'''<br />
:Stopper plates <u>and straps</u> shall be provided to prevent loss of support due to creeping of PTFE bearings. Payment for fabricating and installing the stopper plates <u>and straps</u> will be considered completely covered by the contract unit price for Type N PTFE Bearing.<br />
<br />
'''(H3.33)'''<br />
:The bottom face of the 1/8" stainless steel plate that is welded to the sole plate shall be lubricated with a lubricant that is approved by the bearing manufacturer.<br />
<br />
==== H3d. Laminated Neoprene Pad Assembly ====<br />
<br />
'''(H3.45) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.47)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.48)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H3.49) Use grade per Design Comps. Use when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized. '''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<div id="(H3.49.1) Use when ASTM A709 Grade 50W steel"></div><br />
'''(H3.49.1) Use when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material.<br />
<div id="(H3.49.2)"></div><br />
'''(H3.49.2) Use the following note when steel superstructure is galvanized.''' <br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.50)'''<br />
:Laminated Neoprene Bearing Pad Assembly shall be in accordance with Sec 716.<br />
<br />
==== H3e. Flat Plate, Rolled Steel Plates (Deck Girders) & Carbon Steel Castings (Truss) ====<br />
<br />
'''The following notes apply to Flat Plate Bearings.'''<br />
<br />
'''(H3.65)'''<br />
:Flat plate bearings shall be straightened to plane surfaces.<br />
<br />
'''(H3.66)'''<br />
:Anchor bolts shall be 1"&oslash; ASTM F1554 Grade 55 swedged bolts, 10" long with no heads or nuts. Top of anchor bolts shall be set approximately 1/2" above top of bottom flange.<br />
<br />
'''(H3.67)'''<br />
:Bottom flange of beam <u>and bevel</u> plate shall have 1 1/4"&oslash; holes at fixed end and 1 1/4" x 2 1/2" slots at expansion end.<br />
<br />
'''(H3.68)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
'''(H3.69)'''<br />
:Weight of the anchor bolts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
<br />
'''The following notes apply to Rolled Steel Bearing Plates (Deck Girder Repair and Widening).'''<br />
<br />
'''(H3.70)'''<br />
:Material shall be ASTM A709 Grade 36 steel. Holes in 7/8" plates for 3/4" x 2 1/4" and 1 1/2" x 3" anchors shall be made for a driving fit. After anchors are driven in place, anchors shall be lightly tack welded to the 7/8" plates.<br />
<br />
'''(H3.71)'''<br />
:Edge A shall be rounded (1/16" to 1/8" radius).<br />
<br />
<br />
'''The following notes apply to Carbon Steel Casting (Truss).'''<br />
<br />
'''(H3.75)'''<br />
:All fillets shall have a 3/4" radius.<br />
<br />
'''(H3.76) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be 1 1/2"&oslash; ASTM F1554 Grade <u>55</u> <u>105</u> swedge bolts and shall extend 15" into concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Furnish one 4"&oslash; pin, AISI C1042, with 2 heavy hexagon pin nuts.<br />
<br />
'''(H3.77)'''<br />
:Material for bearing shall be carbon steel castings and will be considered completely covered by the contract unit price for Carbon Steel Castings. Pins, anchor bolts, heavy hexagon nuts, pipe and rolled steel bearing plates will be considered completely covered by the contract unit price for Structural Carbon Steel.<br />
<br />
'''(H3.78)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
====H3f. Pot Bearing Pad Assembly====<br />
<br />
'''(H3.79)'''<br />
<br />
:The bearing design shall conform to the provisions of the latest edition of AASHTO LRFD Bridge Design Specifications.<br />
<br />
'''(H3.80)'''<br />
<br />
:The contractor, in coordination with the bearing manufacturer, shall be responsible for sizing the sole plate and masonry plate and determining the size, number, and location of anchor bolts based on the load and movement capacities, indicated in the Bearing Data.<br />
<br />
'''(H3.81)'''<br />
<br />
:The contractor shall submit calculations sealed by a Professional Engineer, licensed in the state of Missouri, indicating conformance with design load and material criteria in the contract documents.<br />
<br />
'''(H3.82)'''<br />
<br />
:'''(1)''' Maximum vertical dimension of the complete bearing. If the actual bearing dimension differs, adjustments shall be made in the thickness of the sole plate, masonry plate and concrete pad as needed by the contractor at no additional cost to the owner. Contractor shall submit proposed method of adjustment to Engineer for approval.<br />
<br />
'''(H3.83)'''<br />
<br />
:'''(2)''' Estimated horizontal dimension of the pot bearing device. If the actual dimension differs, adjust the size of the sole plate and masonry plate as needed by the contractor at no additional cost to the owner.<br />
<br />
'''(H3.84)'''<br />
<br />
:'''(5)''' The temperature of the steel adjacent to the elastomeric should be kept below 250°F.<br />
<br />
'''(H3.85)'''<br />
<br />
:The Dimension H in the Bearing Data Table represents the assumed total height of bearing mechanism between the sole plate and masonry plate used by the designer to establish the pedestal elevations. <br />
<br />
'''(H3.86)'''<br />
<br />
:The bearings shall be manufactured pot bearings, designed for the load and movement capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.87)'''<br />
<br />
:All expansion Bearings shall have maximum friction coefficient of 3%.<br />
<br />
'''(H3.88)'''<br />
<br />
:Steel for pot bearings shall be AASHTO M270 Grade 50 and shall be galvanized. Steel for sole plate and masonry plates shall be AASHTO M270 Grade 50.<br />
<br />
'''(H3.89)'''<br />
<br />
:Anchor bolts shall conform to ASTM F1554 Grade 55. The anchor bolts shall be the swedge-type and shall have a minimum diameter of 1 1/2-inches and extend a minimum of __-inches into the concrete. Swedging shall be 1-inch less than the extension into the concrete.<br />
<br />
'''(H3.90)'''<br />
<br />
:Anchor bolts shall be installed using a hardened steel washer at each exposed location.<br />
<br />
'''(H3.91)'''<br />
<br />
:Washers shall conform to ASTM F463.<br />
<br />
'''(H3.92)'''<br />
<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.93)'''<br />
<br />
:Certified mill test reports, conforming to the requirements of the specifications, for the metals of the pot bearing device, sole plate, masonry plate and anchor bolts shall be submitted.<br />
<br />
'''(H3.94)'''<br />
<br />
:The masonry plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.95)'''<br />
<br />
:The sole plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.96)'''<br />
<br />
:The bearing device, sole plate and masonry plate shall be assembled in the shop and the bearing assembly shall be field welded to the bottom flange of the steel cap beam. The welds shall be designed for the load capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.97)'''<br />
<br />
:After installation of the bearings, any uncoated or damaged surfaces of the masonry and sole plates shall be prepared in accordance with the specifications and field-coated with inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
<br />
'''(H3.98)'''<br />
<br />
:After installation of the bearings and field-applied prime coats, the surfaces of the masonry and sole plates shall be field-coated with System G intermediate and finish coat.<br />
<br />
'''(H3.99)'''<br />
<br />
:All bearings shall be marked prior to shipping. The marks shall include the bearing location on the bridge and a direction arrow that points up-station. All marks shall be permanent and be visible after the bearing is installed.<br />
<br />
'''(H3.100)'''<br />
<br />
:The pot bearing device, sole plate, masonry plate, anchor bolts, washers, anchor bolts wells and any other appurtenances included in the fabrication and installation of the pot bearing device shall be incidental to the pay item Pot Bearings.<br />
<br />
'''(H3.101)'''<br />
<br />
:Whenever jacking of the Superstructure is needed to reset the bearings, the contractor shall submit a jacking sequence for approval.<br />
<br />
=== H4. Conduit System ===<br />
<br />
'''(H4.1)'''<br />
:Cost of furnishing and placing anchor bolts for light standard will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H4.2) Use for all conduits. Use underlined portions when encased in concrete barrier and/or wing.'''<br />
:All conduits shall be rigid nonmetallic schedule 40 heavy wall polyvinyl chloride (PVC) with <u>3 ½-inch minimum cover in barrier</u> <u>and 4 ½-inch minimum cover in abutment wing</u>. Each section of conduit shall bear the Underwriters Laboratories (UL) label.<br />
<br />
'''(H4.2.1) Use for all conduits when conduit clamps are required. Also see Note H4.10.'''<br />
:All conduit clamps shall be commercially-available, nonmetallic conduit clamps and approved by the engineer.<br />
<br />
'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C, or ASTM B695, Class 55. <br />
<br />
'''(H4.3)'''<br />
:Shift reinforcing steel in field where necessary to clear conduit and junction boxes.<br />
<br />
'''(H4.4)'''<br />
:Light standards, wiring and fixtures shall be furnished and installed by others.<br />
<br />
'''(H4.5)'''<br />
:Top of light standard supports shall be made horizontal; anchor bolts shall be placed vertically.<br />
<br />
'''(H4.6)'''<br />
:For details of <u>light standards,</u> <u>underdeck lighting,</u> <u>and wiring</u>, see electrical plans.<br />
<br />
'''(H4.7) Use for conduits to be encased in concrete at open, closed or filled joints. Use 150°F, 120°F for steel superstructure. Use 120°F, 110°F for concrete superstructure. Modify note to include giving the total expansion movement per expansion fitting if multiple fittings are used and movement is different, and delineate fittings on plans.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at filled joints</u> using a maximum temperature range of <u>150</u> <u>120</u>°F and a maximum temperature of <u>120</u> <u>110</u>°F.<br />
<br />
'''(H4.7.1) Use for conduits not to be encased in concrete and for structures with open or closed joints in the superstructure.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at closed joints</u> using a maximum temperature range of 110°F. Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H.4.7.2) Use for conduits not to be encased in concrete and for structures without open or closed joints in the superstructure.'''<br />
:Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H4.7.3) Use for multiple conduits to be encased in concrete.''' <br />
:Minimum clearance between conduits placed in barrier shall be 1”. <br />
<br />
'''(H4.8) Use "surface" mounting, except adjacent to sidewalks, where mounting box on existing concrete. Use "flush" mounting where box is to be encased in concrete.'''<br />
:All <u>end bent</u> <u>and</u> <u>barrier</u> junction boxes shall be PVC molded in accordance with Sec 1062 and designed for <u>flush</u> <u>surface</u> mounting. The conduit terminations shall be permanent or separable. The terminations and covers shall be of watertight construction and shall meet requirements for NEMA 4 or NEMA 4X enclosure.<br />
<br />
'''(H4.8.1) Use for all junction boxes to be encased in concrete at the roadway face of barrier.'''<br />
:Placement of junction boxes and covers, complete in place, shall be flush with the roadway face of barrier. Junction boxes and covers may be recessed up to ¼ inch.<br />
<br />
'''(H4.9) Use for all conduits not to be encased in concrete.'''<br />
:Weep holes shall be provided at low points or other critical locations to drain any moisture in the conduit system. Conduit shall be sloped to drain.<br />
<br />
'''(H4.9.1) Use for all conduits to be encased in concrete.''' <br />
:Drainage shall be provided at low points or other critical locations of all conduits and all junction boxes in accordance with Sec 707. All conduits shall be sloped to drain where possible.<br />
<br />
'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
<br />
'''(H4.11) Use for junction box. '''<br />
:Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.<br />
<br />
'''(H4.12) '''<br />
:MoDOT Construction Personnel: Indicate in field and on bridge plans for future work the exact location of buried conduit at ends of bridge that are capped and not immediately used.<br />
<br />
'''(H4.13) Use for payment of Conduit System.'''<br />
:Payment for furnishing and installing Conduit System, complete in place, will be considered completely covered by the contract lump sum price for Conduit System on Structure.<br />
<br />
=== H5. Expansion Joint Systems ===<br />
<br />
<br />
==== H5a. Finger Plate ====<br />
<br />
'''(H5.1) For stage construction or other special cases, see Structural Project Manager.'''<br />
:Finger plate shall be cut with a machine guided gas torch from one plate. The plate from which fingers are cut may be spliced before fingers are cut. The surface of cut shall be perpendicular to the surface of plate. The cut shall not exceed 1/8" in width. The centerline of cut shall not deviate more than 1/16" from the position of centerline of cut shown. No splicing of finger plate or finger plate assembly will be allowed after fingers are cut. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.2)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.3)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.4)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.5)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Finger Plate) per linear foot.<br />
<br />
'''(H5.6)'''<br />
:Concrete shall be forced under and around finger plate supporting hardware, anchors, angles and bars. Proper consolidation shall be achieved by localized internal vibration.<br />
<div id="(H5.7)"></div><br />
'''(H5.7) Use note for steel structures. Use underlined portion when drainage trough is used.''' <br />
:All holes shown for connections shall be subpunched 11/16-inch diameter (shop or field drill) and reamed to 13/16-inch diameter in field, except holes in members that will be used as templates <u>and holes for the drainage trough</u> may be drilled to 13/16-inch diameter in the shop. For multi-piece connections, only the holes in the template member may be drilled to 13/16-inch diameter in the shop.<br />
<br />
'''(H5.8) Place note near "Plan of Slab".'''<br />
:'''"the web of W14 x 43" is for steel structures'''<br />
:'''"the 3/4" vertical mounting plate" is for P/S structures.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>the web of W14 x 43</u> <u>and</u> <u>the 3/4" vertical mounting plate</u> at the expansion device.<br />
<br />
'''(H5.9)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.10)''' <br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5b. Flat Plate ====<br />
<br />
'''(H5.16)'''<br />
:Expansion device shall be fabricated in one section, except for stage construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.17)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.18)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.19)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.20)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Flat Plate) per linear foot.<br />
<br />
'''(H5.21)'''<br />
:Concrete shall be forced under and around the flat plate, anchors and angles. Proper consolidation shall be achieved by localized internal vibration. Finishing of the concrete shall be achieved by hand finishing within one foot of the expansion device. The vertical and horizontal concrete vent holes shall be offset from each other. Do not alternate holes at the 12" spacing.<br />
<br />
'''(H5.22) Use this note when expansion device is at an end bent.'''<br />
:Bevel plates shall be used at end bents when the grade of the slab at the expansion device is 3% or more.<br />
<br />
'''(H5.23) Place this note near "Plan of Slab".'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>vertical plate</u> <u>and</u> <u>the vertical leg of the angle</u> at the expansion device.<br />
<br />
'''(H5.24)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.25)'''<br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5c. Preformed Compression Seal (Notes for Bridge Standard Drawings) ====<br />
<br />
'''(H5.31)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.33)'''<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36. Anchors for the expansion joint system shall be in accordance with Sec 1037. Preformed compression seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.34)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.35)'''<br />
:Concrete shall be forced under armor angle and around anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.36) Place this note near "Plan of Slab" also.''' <br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the angle at the expansion joint system. <br />
<br />
<br />
'''Place the following notes (H5.37 and H5.38) near the "Table of Transverse Preformed Compression Seal Expansion Joint System Dimensions".'''<br />
<br />
'''(H5.37)'''<br />
:Depth of seal shall not be less than width of seal.<br />
<br />
'''(H5.38) '''<br />
:Size of armor angle: Vertical leg of angle shall be a minimum of Manufacturer’s Recommended Height ③ + 3/4". Horizontal leg of angle shall be a minimum of 3". Minimum thickness of angle shall be 1/2". <br />
<br />
'''(H5.39)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.40)'''<br />
:MoDOT Construction personnel will record the manufacturer and seal name that was used.<br />
<br />
==== H5d. Strip Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.46)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
:The strip seal gland shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet.<br />
<br />
'''(H5.47''')<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36 except the steel armor may be ASTM A709 Grade 50W. Anchors for the expansion joint system shall be in accordance with Sec 1037. Strip seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.48)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.49)'''<br />
:Concrete shall be forced under and around steel armor and anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.50) Place this note near "Plan of Slab" also.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the steel armor at the expansion joint system.<br />
<br />
'''(H5.51)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.52)'''<br />
:MoDOT Construction personnel will indicate the strip seal expansion joint system installed.<br />
<br />
'''(H5.53)'''<br />
:Steel armor may also be referred to as extrusion or rail.<br />
<br />
'''(H5.55) Use this note when polymer concrete is to be used next to strip seal.'''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
====H5e. [[751.13 Expansion Joint Systems#751.13.2 Preformed Silicone, EPDM, and Open Cell Foam Joint Seals|Preformed Silicone or EPDM Seal]] (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.56)'''<br />
:The seal shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet. <br />
<br />
'''(H5.58)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.59)'''<br />
:MoDOT Construction personnel will indicate the type of seal used.<br />
<br />
'''(H5.60) Use this note when polymer concrete is to be used next to Preformed Silicone or EPDM Seal. '''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
'''(H5.61) Use this note when joint gap (opening) is wider than 3”.'''<br />
:Joint gap (opening) wider than 3" during installation may require use of backer rod to keep seal in place while adhesive is curing.<br />
<br />
====H5f. Open Cell Foam Joint Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.62)'''<br />
:Open cell foam joint seal size (width and depth) shall be determined by the manufacturer.<br />
:Manufacturer recommended seal size shall meet the movement and installation gap requirements and skew effect.<br />
<br />
'''(H5.63)'''<br />
:The open cell foam joint seal shall be installed according to the manufacturer's recommendations.<br />
<br />
'''(H5.64)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation.<br />
<br />
'''(H5.65)'''<br />
:MoDOT construction personnel will record the manufacturer and seal name that was used.<br />
<br />
=== H6. Pouring and Finishing Concrete Slabs ===<br />
<br />
'''I-Beam, Plate Girder Bridges - Continuous Slabs'''<br />
<br />
<div style="padding: 0.3em; width: 210px; margin-left:10px; border:1px solid #a9a9a9; background:#f5f5f5"><br />
Also see note H6.20 for I-Beams.<br />
</div><br />
<br />
'''(H6.1)'''<br />
:The contractor shall pour and satisfactorily finish the slab pours at the rate given. Retarder, if used, shall be an approved type and retard the set of concrete to 2.5 hours.<br />
<br />
<br />
'''Prestressed Concrete Structures - Continuous Spans'''<br />
<br />
'''(H6.4)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours, and shall pour and satisfactorily finish the slab pours at the rate given.<br />
<br />
'''(H6.5)'''<br />
:End diaphragms at expansion devices may be poured with a construction joint between the diaphragm and slab, or monolithic with the slab.<br />
<br />
'''(H6.6) Note is not applicable for concrete diaphragms under expansion joints.'''<br />
:The concrete diaphragm at the <u>intermediate bents</u> <u>and integral</u> <u>end bents</u> shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured. <br />
<br />
<br />
'''Prestressed Double-Tee Concrete Structures'''<br />
<br />
'''(H6.9)'''<br />
:The diaphragms at the intermediate and end bents shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured across the diaphragm at bents.<br />
<br />
'''(H6.10)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the slab pours at not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Solid or Voided Slab Structure - Continuous and Simple Spans'''<br />
<br />
'''(H6.13) See [[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|EPG 751.10.1.12]] Slab Pouring Sequences and Construction Joints'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the roadway slab at a rate of not less than ___ cubic yards per hour. The contractor shall observe the transverse construction joints shown on the plans, unless the contractor is equipped to pour and satisfactorily finish the roadway slab at a rate which permits a continuous pouring through some or all joints as approved by the engineer.<br />
<br />
<br />
'''Steel and Prestressed Structures - Simple Spans'''<br />
<br />
'''(H6.15) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''<br />
:The contractor shall pour <u>up grade</u> and satisfactorily finish the roadway slab at a rate of not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Widen, Extension, Repair, and Stage Construction'''<br />
<br />
'''(H6.17) Underline part not required when forms stay-in-place permanently. Place note on the plans when the closure pour is specified on the design layout.'''<br />
:Expansive Class B-2 concrete shall be used in the closure pour. <u>Forms shall be released before the closure pour.</u><br />
<br />
<br />
'''All Structures with Longitudinal Construction Joints'''<br />
<br />
'''(H6.18) The following note shall be used on all structures with slabs wider than 54' containing a longitudinal construction joint. The blank space shall be replaced by the value corresponding to the total roadway width divided by the larger pour width when the construction joint is used.'''<br />
:The longitudinal construction joint may be omitted with the approval of the engineer. When the longitudinal construction joint is omitted, the minimum rate of pour for alternate pouring sequences shall be increased by a factor of ____.<br />
<br />
<br />
'''Steel Superstructure Deck Replacements'''<br />
<br />
'''(H6.20) This note shall also be used for new I-Beam bridges.'''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the beams during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not weld on or drill holes in the beams. The cost for furnishing, installing, and removing bracing will be considered completely covered by the contract unit price for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(H6.21) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''</br><br />
''' If the basic rate required is greater than 25 cy/hr, check with the SPM before adding this note.'''<br />
:The contractor shall pour slab <u>up grade</u> from end to end at a minimum rate of 25 cubic yards per hour.<br />
<br />
'''(H6.22)'''<br />
:Alternate pour sequences may be submitted to the engineer for approval. Keyed construction joints shall be provided between pours.<br />
<br />
=== H7. Slab Drains===<br />
<br />
'''When steel slab drains are used, place Notes H7.1, H7.1.3 and H7.2 under the heading of Notes for Steel Drain. Place remaining notes thru Note H7.11 under the heading of General Notes.'''<br />
<br />
'''(H7.1) Remove underlined portion for cored slab drains.'''<br />
:Slab drains shall be fabricated <u>of either 1/4" welded sheets of ASTM A709 Grade 36 steel or</u> from 1/4" structural steel tubing ASTM A500 or A501.<br />
<br />
'''(H7.1.1) Note not required for continuous concrete slab bridges.'''<br />
:Slab drain bracket assembly shall be ASTM A709 Grade 36 steel.<br />
<br />
'''(H7.1.2) Use underlined portion with a new wearing surface over new slab or when cored angled drains are used.'''<br />
:The drain<u>s Pieces A and B</u> shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.2) Use for new slabs. Use first choice without a wearing surface and second choice with a wearing surface.'''<br />
:Outside dimensions of drain<u>s are 8" x 4"</u> <u>Piece A is 8 3/4" x 4 3/4" and Piece B is 8" x 4"</u>.<br />
<br />
'''(H7.3) Use note with new wearing surface over new slab.'''<br />
:Piece A shall be cast in the concrete slab. Prior to placement of wearing surface, Piece B shall be inserted into Piece A.<br />
<br />
'''(H7.4) Use underlined portion with a new wearing surface over new slab.'''<br />
:Locate drain<u>s Piece A</u> in slab by dimensions shown in Part Section Near Drain.<br />
<br />
'''(H7.5) Use for new slabs.'''<br />
:Reinforcing steel shall be shifted to clear drains.<br />
<br />
'''(H7.6) Use underlined portion with prestressed girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:The <u>coil inserts and</u> bracket assembly shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C<u>, except as shown</u>.<br />
<br />
'''(H7.7.1)'''<br />
:All 1/2-inch diameter bolts shall be ASTM A307, except as noted.<br />
<br />
'''(H7.8) Use note when attaching to new girders and beams. Use “coil insert required” for prestressed girders, “coil inserts required” for prestressed beams and “bolt hole” for steel structures. '''<br />
:The <u>coil inserts required</u> <u>bolt hole</u> for the bracket assembly attachment shall be located on the <u>prestressed girder</u> <u>prestressed beam</u> <u>plate girder</u> <u>wide flange beam</u> shop drawings.<br />
<br />
'''(H7.8.1) Use note when attaching to existing steel girders and beams with new slab.'''<br />
:The bolt hole for the bracket assembly attachment shall be shifted to the minimum extent necessary to field drill in the existing web. <br />
<br />
'''(H7.8.2) Use note when attaching to weathering steel girders and beams. '''<br />
:The galvanized surfaces of drain support brackets shall be prepared according to the coating manufacturer's recommendation and field coated with a gray epoxy-mastic primer (non-aluminum) within a distance of 6 inches from the point of connection to the weathering steel structure.<br />
<br />
'''(H7.9) Use the underlined portion for all bridges except continuous concrete slab bridges. '''<br />
:Shop drawings will not be required for the slab drains <u>and the bracket assembly</u>.<br />
<br />
<br />
'''Place Notes H7.10 and H7.11 with prestressed girder and prestressed beam slab drain details.'''<br />
<br />
'''(H7.10)'''<br />
:Coil inserts shall have a concrete pull-out strength (ultimate load) of at least 2,500 pounds in 5,000 psi concrete.<br />
<br />
'''(H7.11) Bolts is plural for Prestressed box and slab beams that require two bolts.'''<br />
:The bolt<u>s</u> required to attach the slab drain bracket assembly to the prestressed <u>girder web</u> <u>beam</u> shall be supplied by the prestressed <u>girder</u> <u>beam</u> fabricator.<br />
<br />
<br />
'''Use Notes H7.13 thru H7.21 when fiberglass reinforced polymer (FRP) slab drains are used. Place Note H7.13 as the first note under the heading of General Notes. Place remaining notes under the heading of Notes for FRP Drain.'''<br />
<br />
'''(H7.13) '''<br />
:Contractor shall have the option to construct either steel or FRP slab drains. All drains shall be of same type. <br />
<br />
'''(H7.14) '''<br />
:Drains shall be machine filament-wound thermosetting resin tubing meeting the requirements of ASTM D2996 with the following exceptions:<br />
<br />
'''(H7.15) Use with new slabs.'''<br />
:Shape of drains shall be rectangular with outside interior nominal dimensions of 8” x 4”.<br />
<br />
'''(H7.16) '''<br />
:Minimum reinforced wall thickness shall be 1/4 inch.<br />
<br />
'''(H7.17) Underlined portion is for cored slab drains only.'''<br />
:The resin used shall be ultraviolet (UV) resistant and/or have UV inhibitors mixed throughout. Drains may have an exterior coating for additional UV resistance. <u>Care shall be taken to avoid damage to exterior coating during installation.</u><br />
<br />
'''(H7.18) The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.'''<br />
:The color of the slab drain shall be <u>Gray (Federal Standard #26373)</u>. The color shall be uniform throughout the resin and any coating used.<br />
<br />
'''(H7.19) '''<br />
:The combination of materials used in the manufacture of the drains shall be tested for UV resistance in accordance with ASTM D4239 Cycle A. The representative material shall withstand at least 500 hours of testing with only minor discoloration and without any physical deterioration. The contractor shall furnish the results of the required ultraviolet testing prior to acceptance of the slab drains.<br />
<br />
'''(H7.20) '''<br />
:At the contractor’s option, drains may be field cut. The method of cutting FRP slab drains shall be as recommended by the manufacturer to ensure a smooth, chip-free cut.<br />
<br />
'''(H7.21) Use only for angled drains. '''<br />
:Both upper and lower drain pieces shall be rigidly connected to each other. Drain flow shall not be obstructed. Approval of the engineer is required.<br />
<br />
<br />
'''Additional notes (H7.22 thru H7.28) for cored slab drains. Place with General Notes except as noted.'''<br />
<br />
'''(H7.22)''' <br />
:Cost of cored slab drains, complete in place, will be considered completely covered by the contract unit price for Cored Slab Drain per each.<br />
<br />
'''(H7.23)'''<br />
:Holes for slab drains shall be cored. Percussion drilling will not be permitted.<br />
<br />
'''(H7.24) Omit underlined portion when attaching to prestressed girders or beams.'''<br />
:Slab drain locations may be shifted the minimum extent necessary to avoid slab reinforcement <u>and to allow for field drilling bolt hole in web of existing beam for bracket assembly attachment</u>.<br />
<br />
'''(H7.25) Use underlined portion for angled drains.'''<br />
:<u>Piece B of</u> Cored slab drains shall be placed vertically.<br />
<br />
'''(H7.26) Include if curb outlets are being plugged.'''<br />
:For details of plugging existing curb outlets, see Sheet No. _.<br />
<br />
'''(H7.27) Place under Notes for Steel Drains.'''<br />
:Drains shall be inserted through slab such that damage to galvanized coating is minimized.<br />
<br />
'''(H7.28) Include for angled drains.'''<br />
:Use 1/2-inch diameter bolt with lock washer to attach Piece B to Piece A. Tap thread into Piece A.<br />
<br />
=== H8. Blank ===<br />
<br />
<br />
=== H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings)===<br />
'''Place in General Notes on the rail sheet unless otherwise specified.'''<br />
<br />
'''(H9.1a) Use for all W-Beam, Thrie Beam, Two Tube and Single Tube (Low Profile) Structural Steel Guardrails without cap rail. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' '''Reference to Standard Plan 606.00 or 606.50 will work.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.)<br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail post using galvanized anchorage as shown on Missouri Standard Plan <u>606.00</u> <u>606.50</u> and in accordance with Sec 606. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>Bridge Rail (Two Tube Structural Steel)</u> <u>Low Profile Metal Bridge Rail (Single Tube)</u>.<br />
<br />
'''(H9.1b) Use for all W-Beam and Thrie Beam Guardrails with cap rail except for temporary bridges. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u>, <u>Bridge Guardrail (Thrie Beam).</u><br />
<br />
'''(H9.1c) Use for temporary bridges.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides. Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use. <br />
<br />
'''Use following three notes for all W-Beam and Thrie Beam Guardrails with cap rail.'''<br />
<br />
'''(H9.2)'''<br />
:Panel lengths of channel members shall be attached continuously to a minimum of four posts and a maximum of six posts (except at end bents).<br />
<br />
'''(H9.3) Include reinforcement with new bridges except double-tees and temporary bridges. Include elastomeric material when a base plate is used except for temporary bridges. Use “other items” for temporary bridges. '''<br />
<br />
:All bolts, nuts, washers, <u>and</u> plates<u>,</u> <u>and reinforcement</u> <u>and elastomeric material</u> will be considered completely covered by the contract unit price for <u>Bridge</u> <u>Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>other items</u>.<br />
<br />
'''(H9.4) Use underlined part for temporary bridges.'''<br />
:All steel connecting bolts and fasteners for posts and railing, and all anchor bolts, nuts, washers and plates shall be galvanized after fabrication <u>except for bottom plate</u>. Protective coating and material requirement of steel railing shall be in accordance with Sec 1040.<br />
<br />
'''(H9.5) Use post instead of blockout for temporary bridges. For 38-inch two tube rails use the larger shims.'''<br />
:Rail posts shall be set perpendicular to roadway profile grade, vertically in cross section and aligned in accordance with Sec 713 except that the rail posts shall be aligned by the use of <u>3 x 1 3/4-inch</u> <u>6 1/2 x 6 1/2-inch</u> shims such that the post deviates not more than 1/2 inch from true horizontal alignment after final adjustment. The shims shall be placed between the <u>blockout</u> <u>post</u> and the <u>thrie beam</u> rail. The thickness of the shims shall be determined by the contractor and verified by the engineer before ordering material for this work.<br />
<br />
'''(H9.6.1) Use when a base plate is bearing on concrete except for temporary bridges.''' <br />
:Rail posts shall be seated on 1/16-inch elastomeric pads having the same dimensions as the post base plate. Such pads may be any elastomeric material, plain or fibered, having hardness (durometer) of 50 or above, as certified by the manufacturer. Additional pads or half pads may be used in shimming for alignment. Post heights shown will increase by the thickness of the pad. <br />
<br />
'''(H9.6.2) Use note for base plates set on grout pads (38-inch Two Tube Rail).'''<br />
:Rail posts shall be set plumb and aligned in accordance with Sec 713.<br />
<br />
'''Use H9.7 thru H9.19 for Thrie Beam Guardrail only.'''<br />
<br />
'''(H9.7)'''<br />
:At the expansion slots in the thrie beam rails and channels, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.8) Use post instead of blockout for temporary bridges. '''<br />
:At the thrie beam connection to <u>blockout</u> <u>post</u> on wings, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.9)'''<br />
:Minimum length of thrie beam sections is equal to one post space.<br />
<br />
'''(H9.10)'''<br />
:A 5/8-inch diameter button-head, oval shoulder bolt with a minimum 3/8-inch thick hex nut shall be used at all slots. <br />
<br />
'''(H9.11)'''<br />
:Thrie beam guardrail on the bridge shall be 12-gauge steel.<br />
<br />
'''(H9.12) Use top plates instead of cap rail angles for temporary bridges.'''<br />
:Posts, <u>cap rail angles,</u> <u>top plates,</u> <u>base</u> <u>bent</u> <u>post</u> plates, <u>blockouts,</u> channels and channel splice plates shall be fabricated from ASTM A709 Grade 36 steel and galvanized.<br />
<div id="(H9.13) Use for placement"></div><br />
<br />
'''(H9.13) Use for placement or replacement of end treatment with thrie beam rail.'''<br />
:<u>Cost for providing holes for new guardrail attachment will be considered completely covered by the contract unit price for other items.</u> <br />
<br />
'''(H9.15) Use post instead of blockout for temporary bridges.'''<br />
:Flat washers 3 x 1 3/4 x 3/16-inch minimum shall be used at all post bolts between the bolt head and beam. The washers shall be rectangular in shape with an 11/16 x 1-inch slot, or when necessary of such design as to fit the contour of the beam. Rectangular washers 3 x 1 3/4 x 5/8-inch shall be used between the <u>blockout</u> <u>post</u> and the thrie beam rail.<br />
<br />
'''(H9.16)'''<br />
:Special drilling of the thrie beam may be required at the splices. All drilling details shall be shown on the shop drawings.<br />
<br />
'''(H9.17''')<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.18) Do not use for prestressed double-tee or temporary bridges.'''<br />
:Expansion splices in the thrie beam rail shall be made at either the first or second post on either side of the joint and on structure at bridge ends. When the splice is made at the second post, an expansion slot shall be provided in the thrie beam rail for connection to the first post to allow for movement.<br />
<br />
'''(H9.19) Do not use for prestressed double-tee or temporary bridges.'''<br />
:In addition to the expansion provisions at the expansion joints, expansion splices in the thrie beam rail and the channel shall be provided at other locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''Do not use Notes H9.20 thru H9.29 for temporary bridges. '''<br />
<br />
'''(H9.20) Use for prestressed double-tee bridges. '''<br />
:Expansion splices in the thrie beam rail and the channel shall be provided at locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''(H9.21)'''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the top of the post and the channel member as required for vertical alignment. <br />
<br />
'''(H9.22) Place near Part Section at Rail Post. '''<br />
:See slab sheet for rail post spacing.<br />
<br />
'''(H9.23)'''<br />
:See Missouri Standard Plan 606.00 for details not shown.<br />
<br />
'''(H9.24) Place near detail of bent bolt used for new bridges except double tees. '''<br />
:Bolt shall not be bent in slab depths greater than 14 inches, use 12 inches straight embedment. <br />
<br />
'''(H9.25) Place near details of shim plates used for horizontal alignment of State System 3. '''<br />
:Shim plates 6 x 3 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.26) Place in General Notes and near details of shim plates used for horizontal alignment.''' <br />
:Shim plates shall be galvanized after fabrication. <br />
<br />
'''(H9.27) Place near details of shim plates used for horizontal alignment of State System 4. '''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the W6x20 post and 6 x 6 x 3/8-inch plate. Shim plates 6 x 3 1/2 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.28) Place near detail specifying bar support at bent plates. '''<br />
:Bar supports shall be Beam Bolsters (BB-ref. CRSI) and shall be galvanized. See Sec 706.<br />
<br />
'''Use H9.31 thru H9.38 for temporary bridges except for Note H9.32 which is also used for rehabilitation of existing bridges and Note H9.34 which is used for all bridge types.'''<br />
<br />
'''(H9.31)'''<br />
:If Type A guardrail is not attached to ends of the temporary structure, flared ends shall be required. The existing thrie beam rails shall be modified to accept flared ends. Cost for furnishing and installing flared ends will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H9.32)'''<br />
:Contractor shall verify all dimensions in field before ordering materials.<br />
<br />
'''(H9.33) Place near Part Section at Rail Post. '''<br />
:See preceding sheet for rail post spacing.<br />
<br />
'''(H9.34) Place in General Notes or near Elevation of Thrie Beam Rail. '''<br />
:At bridge ends for head to head traffic, guardrail shall be used at all four corners and for single directional traffic, guardrail shall be used at entrance ends only unless required at the exit.<br />
<br />
'''(H9.35) Place near any detail specifying the bottom plate of the rail posts. '''<br />
:Bottom plate shall be fabricated from ASTM A709 Grade 50W steel and welded to two 5" floor bars. Bottom plate shall not be galvanized.<br />
<br />
'''(H9.36) Place near any detail specifying both the bottom and base plate of the rail posts. '''<br />
:The size of the base and bottom plate may be increased depending on which grid option is used.<br />
<br />
'''(H9.37) Place near any detail specifying the welding of post to base plate of the rail posts. '''<br />
:Optional welding of the post to the base plate, in lieu of the weld shown, is a 5/16" fillet weld all around, including the edges of the post flanges.<br />
<br />
'''(H9.38) Place near any detail specifying the semi-circular notches of the rail posts. '''<br />
:Semi-circular notches centered on the axis of the post web ends may be made to facilitate galvanizing.<br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use.<br />
<br />
'''38-inch Two Tube Rail (Also use H9.1a, H9.5, H9.6.2)'''<br />
<br />
'''(H9.40)'''<br />
:Payment for furnishing all materials and labor necessary to install bridge rail, complete in place, will be considered completely covered by the contract unit price for Bridge Rail (Two Tube Structural Steel) per linear foot.<br />
<br />
'''(H9.41)'''<br />
:HSS = Hollow Structural Section<br />
<br />
'''(H9.42)'''<br />
:Dimensions of bridge rails are measured horizontally.<br />
<br />
'''(H9.43)'''<br />
:Bridge rails will be measured to the nearest linear foot for each structure measured from end of wing to end of wing.<br />
<br />
'''(H9.44)'''<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.45)'''<br />
:Hollow structural sections shall be in accordance with ASTM A500 Grade B Structural Steel Tubing and shall meet the longitudinal CVN requirements of 15 ft-lbs at 0⁰ F, see Sec 1080 for reporting.<br />
<br />
'''(H9.46)'''<br />
:All other steel shapes and plates shall be in accordance with ASTM A709 Grade 50.<br />
<br />
'''(H9.47)'''<br />
:All anchor bolts shall be ASTM A449 Type 1 with ASTM A563 Grade DH heavy hex nuts and ASTM F436 hardened washers.<br />
<br />
'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H9.49)'''<br />
:All posts, railing, rail splices and plates shall be galvanized after shop fabrication in accordance with AASHTO M 111 and ASTM A385. Galvanized rail shall not be painted.<br />
<br />
'''(H9.50)'''<br />
:Provide railing expansion joints at 50 foot maximum intervals. Railing shall be continuous over two posts minimum. Railing expansion joints are required in rail sections that span bridge expansion joints.<br />
<br />
'''(H9.51)'''<br />
:Use grout with a minimum 24-hour f’c of 3000 psi in single placement.<br />
<br />
'''Concrete Curb for Two Tube Rail'''<br />
<br />
'''(H9.60)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H9.61)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H9.62)'''<br />
:Minimum lap for longitudinal R-bars is 2’-5”.<br />
<br />
'''(H9.63)'''<br />
:The cross-sectional area of curb above the slab = 0.75 sq. ft.<br />
<br />
'''(H9.64)'''<br />
:Concrete in the curb shall be Class B-2.<br />
<br />
'''(H9.65)'''<br />
:The curb shall be cured by application of Type 1-D Liquid Membrane-Forming Curing Compound in accordance with Sec 1055 and sealed in accordance with Sec 703. The contractor shall remove all curing compound in accordance with the manufacturer’s recommendations before the concrete sealer is applied.<br />
<br />
'''(H9.66)'''<br />
:Measurement of the curb is to the nearest linear foot for each structure, measured along the outside top of slab from end of wing to end of wing.<br />
<br />
'''(H9.67)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Concrete Curb (Bridge Rail) per linear foot.<br />
<br />
'''Culvert Guardrail (Also use H9.6.1, H9.12, H9.17)'''<br />
<br />
'''(H9.70)'''<br />
:Furnishing and Installing posts and guardrail on culvert as shown on this sheet will be considered completely covered by the contract unit price for Bridge Guardrail (W-Beam).<br />
<br />
'''(H9.71)'''<br />
:Furnishing and Installing posts and guardrail on culvert shall be in accordance with Sec 606 except as shown.<br />
<br />
'''(H9.72) Use for bolt-thru option'''<br />
:Holes for ASTM A307 bolts may be drilled into the culvert.<br />
<br />
'''(H9.73)'''<br />
:See Missouri Standard Plans drawing 606.50 for details not shown.<br />
<br />
=== H10. Barriers – Type A, B, C, D and H===<br />
<br />
==== H10a. Cast-In-Place Permanent Barrier====<br />
<br />
'''The following notes shall be placed in the General Notes on the elevation sheet.'''<br />
<br />
'''(H10.0.1) Use note if slip forming is allowed. Add asterisk to all C-bar leader notes and the one fiberglass bar leader note in the elevation of barrier. '''<br />
:'''*''' Slip-formed option only.<br />
<br />
'''(H10.0.2) Both methods may be used unless otherwise specified on Bridge Memorandum.''' <br />
:Conventional forming <u>or slip</u> forming <u>may</u> <u>shall</u> be used. Saw cut joints may be used with conventional forming.<br />
<br />
'''(H10.1) Exclude underlined part for single span bridges. '''<br />
:Top of barrier shall be built parallel to grade <u>with barrier joints (except at end bents) normal to grade</u>.<br />
<br />
'''(H10.2)'''<br />
:All exposed edges of barrier shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H10.3)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier per linear foot.<br />
<br />
'''(H10.4)'''<br />
:Concrete in barrier shall be Class B-1.<br />
<br />
'''(H10.5) Use for Type B, D or H barrier. Include “left” or ”right” and exclude “for each structure” when barriers on each side of the bridge are not the same type. '''<br />
:Measurement of barrier is to the nearest linear foot <u>for each structure</u>, measured along the <u>left</u> <u>right</u> outside top of slab from end of <u>wing to end of wing</u> <u>slab to end of slab</u>.<br />
<br />
'''(H10.7) Use for Type A or C barriers.'''<br />
:Measurement of barrier is to the nearest linear foot, measured along the top of slab at centerline median from end of bridge approach slab to end of bridge approach slab.<br />
<div id="(H10.7.1) Notes shall be used on all barrier curbs"></div><br />
'''(H10.7.1) Use for all barriers (see [[620.5 Delineators (MUTCD Chapter 3F)#620.5.6 Barrier Wall Delineation|Barrier Wall Delineation]]).''' <br />
<br />
:Concrete traffic barrier delineators shall be placed on top of the barrier as shown on Missouri Standard Plans 617.10 and in accordance with Sec 617. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Concrete traffic barrier delineators will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="760px" align="center" <br />
|-<br />
|Below is additional guidance for using Note H10.7.1:<br />
|-<br />
|Bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides of the delineators. For two-lane, one-way traffic, retroreflective sheeting may be on one side only unless crossroad or entranceway traffic is just beyond exit to bridge and wrong way driving is to be discouraged with retroreflective sheeting on both sides of the delineators, (white and red in this case). "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be modified, as required. For Type A and C barriers, retroreflective sheeting should be used on both sides of the delineators where there is not more than four lanes divided. <br />
|-<br />
|On bridges with more than two lanes, retroreflective sheeting is not required on both sides of the delineators. The perception of a narrowing roadway at the bridge is of lesser consequence in terms of requiring guidance devices and does not warrant retroreflective sheeting on both sides of the delineators. "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be removed at the discretion of the design team.<br />
|}<br />
<br />
'''(H10.7.2) '''<br />
:Joint sealant and backer rods shall be in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(H10.7.3) Use note if slip forming is allowed.'''<br />
:For slip-formed option, both sides of barrier shall have a vertically broomed finish and the top shall have a transversely broomed finish.<br />
<br />
'''(H10.7.4) Use for all grade separations except over railroads and county roads.'''<br />
:Plastic waterstop shall not be used with saw cut joints.<br />
<br />
<br />
'''The following three notes shall be placed under section thru barrier.''' <br />
<br />
'''(H10.8)'''<br />
:Use a minimum lap of 2'-6" for #5 horizontal barrier bars.<br />
<br />
'''(H10.9) Areas shown are for standard barrier heights and a two percent cross slope. '''<br />
:The cross-sectional area above the slab is <u>*</u> square feet.<br />
<br />
:{|<br />
|*||2.98 for a Type A barrier. <br />
|-<br />
| ||2.27 for a Type B barrier. <br />
|-<br />
| ||4.69 for a Type C barrier. <br />
|-<br />
| ||3.52 for a Type D barrier.<br />
|-<br />
| ||3.59 for a Type D barrier used as a median. <br />
|-<br />
| ||2.89 for a Type H barrier<br />
|}<br />
<br />
'''(H10.9.1) Add (2) to the dimension for the top of slab to top of the R2 bar. '''<br />
:(2) To top of bar <br />
<br />
<br />
'''The following three notes shall be used for double-tee structures. '''<br />
<br />
'''(H10.10)'''<br />
:Coil inserts shall have a concrete ultimate pullout strength of not less than 36,000 pounds in 5000 psi concrete and an ultimate tensile strength of not less than 36,000 pounds.<br />
<br />
'''(H10.11)'''<br />
:Threaded coil rods shall have an ultimate capacity of 36,000 pounds. All coil inserts and threaded coil rods shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H10.12)'''<br />
:Payment for furnishing and installing coil inserts and threaded coil rods will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
<br />
'''The following two notes, when appropriate, shall be placed under the title of the elevation of barrier. '''<br />
<br />
'''(H10.12.1) Dimensions shall be horizontal unless otherwise specified on Bridge Memorandum. '''<br />
:Longitudinal dimensions are <u>horizontal</u> <u>arc dimensions</u>.<br />
<br />
'''(H10.12.2)'''<br />
:Longitudinal dimensions are along top of <u>barrier</u> <u>outside edge of slab</u> parallel to grade.<br />
<br />
'''The following two notes shall be placed under the permissible alternate bar shape detail. '''<br />
<br />
'''(H10.13) Use R2 for Type D or H barriers, R3 for Type B barrier and M2 for two separate Type D barriers used as a median. Add (4) to the combined #5 bar leader note. Exclude note and associated detail for CIP slabs. '''<br />
:(4) The <u>R2</u> <u>R3</u> <u>M2</u> bar and #5 bottom transverse slab bar in cantilever (prestressed panels only) combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
'''(H10.14) Use R1 for Type B, D or H barriers. Use M1 for two separate Type D barriers used as a median. Add (3) to the two separated #5 bar leader notes. '''<br />
:(3) The <u>R1</u> <u>M1</u> bar may be separated into two bars as shown, at the contractor's option, only when slip forming is not used. (All dimensions are out to out.) <br />
<br />
'''(H10.15) Use note if slip forming is allowed. Place under the part elevation of barrier and add (1) to fiberglass bar leader notes in the section thru saw cut joint and part elevation of barrier. '''<br />
:(1) Four feet long, centered on joint, slip-formed option only<br />
<br />
<div id="Place general notes H10.19,"></div><br />
'''Place general notes H10.19, H10.20 and H10.7.1 on the barrier at end bents sheet with notes H10.19 and H10.20 under the Reinforcing Steel heading. '''<br />
<br />
'''(H10.19)'''<br />
<br />
:Minimum clearance to reinforcing steel shall be 1 1/2" except as shown for bars embedded into end bent. <br />
<br />
'''(H10.20) Use for Type B barrier only. Use 2’-4” and K10 bars for barrier ending on wing walls adding K13 bars with two different wing lengths. Will need to add more bars if more than two different wing lengths exist. Use 2’-6” and R6 bars for barrier ending on bridge deck. '''<br />
:Use a minimum lap of <u>2'-4"</u> <u>2’-6”</u> between K9 and <u>K10 or K13</u> <u>R6</u> bars. <br />
<br />
'''(H10.21) Place note under the K Bar Permissible Alternate Shape detail on the barrier at end bents sheet. Use K1 and K2 for Type B barrier; K9 and K10 for Type D barrier; K3 and K5 for Type H barrier. '''<br />
:The <u>K1 and K2</u> <u>K9 and K10</u> <u>K3 and K5</u> bar combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
==== H10b. Precast Temporary Barrier====<br />
<br />
'''(H10.90)'''<br />
:Method of attachment for temporary barrier shall be <u>tie-down strap</u> <u>bolt through deck</u>.<br />
<br />
'''(H10.91)'''<br />
:Temporary barrier shall not be attached to the bridge.<br />
<br />
=== H11. Fences and Sidewalks ===<br />
<br />
'''Pedestrian Chain Link Fence: General Notes'''<br />
<br />
'''(H11.1)'''<br />
:Pedestrian chain link fence shall be in accordance with Sec 1043 except all fabric shall have the top and bottom edges knuckled and pipe members shall be in accordance with ASTM F1043, high strength grade (minimum yield = 50 ksi) heavy industrial steel pipe Group 1A.<br />
<br />
'''(H11.2) Omit underlined portion when fence post is attached to back face of barrier.'''<br />
:All posts shall be vertical. <u>Grout shall be placed under the post base plates in accordance with Sec 1066</u>.<br />
<br />
'''(H11.3)'''<br />
:Payment for furnishing, galvanizing and erecting the fence and frame complete in place will be considered completely covered by the contract unit price for (<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) per linear foot.<br />
<br />
'''(H11.4)'''<br />
:Dimensions of pedestrian chain link fence are measured horizontally.<br />
<br />
'''(H11.5)'''<br />
:The maximum spacing allowed between pull post and end posts is 100 feet. Post brace and 1/2-inch diameter truss rod are required for panels adjacent to pull post and end posts only. Connect the lower end of truss rod to bottom of pull posts and end posts to which the stretcher bar is attached.<br />
<br />
:Rail clamps, dome cap, bands, tie wires, stretcher bars and truss rod connections shall be in accordance with the manufacturer's recommendations. The truss rod and truss rod connections shall have a minimum capacity of 2000 pounds. Dome cap shall fit tightly. <br />
<br />
:Expansion joints shall be placed in the horizontal pieces at not more than 30-foot centers and at all joint filler locations in the <u>curb</u> <u>barrier</u> with a minimum gap of 3/8 inch at 60° degrees F.<br />
<br />
'''(H11.6) Use underline information when fence attached to back face of barrier.'''<br />
:Steel for truss rods shall be ASTM A709 Grade 36. <u>Steel for post straps shall be ASTM A709 Grade 50. Neoprene bearing pads shall be 50 durometer and shall be in accordance with Sec 716.</u><br />
<br />
'''(H11.7) Use when fence attached on top of curb.'''<br />
:Steel for base plate shall be ASTM A709, Grade 50. <br />
<br />
'''(H11.8)'''<br />
:Contractor shall submit complete detailed shop drawings in accordance with Sec 1080.<br />
<br />
'''(H11.9)''' <br />
:All <u>base plates</u>, <u>straps</u>, <u>U-bolts</u>, <u>resin anchors</u>, hex nuts, and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:<u>U-bolts</u> <u>resin anchors</u> shall be ASTM F1554 Grade 36.<br />
<br />
:'''Note: Use note I2.1, I2.2 and I2.3 when fence post attached to back face of barrier.'''<br />
<br />
'''(H11.10) Place following note with new barrier details when fence post attached to back face of barrier.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for chain link fence.<br />
<br />
'''(H11.11) Use applicable underlined portion per pedestrian fence.'''<br />
:(<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) will be measured to the nearest linear foot for each structure, measured along the centerline fence from end of fence to end of fence.<br />
<br />
'''(H11.12)'''<br />
:Chain link wire fabric shall be 9 gage minimum, 2-inch diamond mesh.<br />
<br />
'''(H11.13)'''<br />
:The chain link fence shall be built in accordance with Sec 607 and Sec 1043.<br />
<br />
'''(H11.14)'''<br />
:For details of <u>pedestrian curb</u> <u>barrier</u>, see sheet No. _.<br />
<br />
'''(H11.15) Place following note with pedestrian curb or barrier details.'''<br />
:For pedestrian chain link fence, see sheet No. _.<br />
<br />
<br />
'''Sidewalks'''<br />
<br />
'''(H11.20)'''<br />
:All exposed edges of sidewalk shall have either a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H11.21)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Sidewalk (Bridges) per sq. foot.<br />
<br />
'''(H11.22)'''<br />
:Concrete in the sidewalk shall be Class B-2.<br />
<br />
'''(H11.23)'''<br />
:Measurement of the sidewalk is to the nearest square foot for each structure, measured horizontally from the outside face of barrier to the outside edge of sidewalk and from end of slab to end of slab.<br />
<br />
<br />
'''Decorative Fencing and Pedestrian Fencing: Pedestrian Curb (Effective March 1, 2024)'''<br />
<br />
'''(H11.30)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H11.31)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H11.32)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Pedestrian Curb per linear foot. <br />
<br />
'''(H11.33)'''<br />
:Concrete in curb shall be Class B-1. <br />
<br />
'''(H11.34)'''<br />
:Measurement of pedestrian curb is to the nearest linear foot for each structure, measured along the outside top of curb from end of curb to end of curb. <br />
<br />
'''(H11.35)'''<br />
:Center of posts shall clear curb joints or ends by at least 6 inches. <br />
<br />
'''(H11.36)'''<br />
:Minimum lap for longitudinal R-bars is 2'-7".<br />
<br />
<br />
'''Decorative Fencing: Pedestrian Fence (Effective March 1, 2024)'''<br />
<br />
'''(H11.37)'''<br />
:These details are a general representation of a Decorative Pedestrian Fence. The actual fence components and component positions may be different than what is shown. <br />
<br />
'''(H11.38)'''<br />
:Fence shall have a gloss black finish (Federal Standard #17038). See special provisions.<br />
<br />
'''(H11.39)'''<br />
:<u>Base plate</u> <u>Connection angle</u> shall be ASTM A709, Grade 50.<br />
<br />
'''(H11.40) Use anchors instead of U bolts where the top of barrier is less than 9 inches wide or when the barrier is to be slip–formed and fence post is attached to back face of barrier.'''<br />
:All <u>base plates</u> <u>connection angles</u>, <u>U-bolts,</u> <u>resin anchors,</u> hex nuts and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''(H11.42)'''<br />
:Measurement of decorative pedestrian fence will be made horizontally and to the nearest linear foot along centerline fence.<br />
<br />
'''(H11.43) Heights available in standard pay items are 30 in., 48 in., 60 in., 72 in. & 96 in.'''</br><br />
:Payment for furnishing and erecting the fence complete in place will be considered completely covered by the contract unit price for (__ in.) Decorative Pedestrian Fence (Structures).<br />
<br />
'''(H11.44)'''<br />
:All fence posts shall be vertical.<br />
<br />
'''(H11.45)'''<br />
:Grout shall be placed under the post <u>base plates</u> <u>connection angles (horizontal leg)</u> in accordance with Sec 1066.<br />
<br />
'''(H11.46)'''<br />
:Decorative pedestrian fencing shall be in accordance with 2020 AASHTO LRFD Bridge Design Specifications, 9th Ed.<br />
<br />
'''(H11.47)'''<br />
:Shop drawings and structural calculations will not be required for the decorative pedestrian fences on the Bridge Pre-qualified Products List.<br />
<br />
'''(H11.48)'''<br />
:All materials used in fabrication and construction of the decorative pedestrian fencing shall be in accordance with the manufacturer's specifications, except as modified in the contract documents. <br />
<br />
'''(H11.49)'''<br />
:Decorative pedestrian fencing system shall be supplied by only one manufacturer. Decorative pedestrian fencing system shall include all components except the <u>resin anchors</u> <u>U-bolts</u> and hardware<u>, and #4 bars welded to the U-bolts</u>. The assembly of the pickets to the rails and the rails to the posts shall be the same as the style mentioned for the manufacturer.<br />
<br />
'''(H11.50)'''<br />
:See Bridge Pre-qualified Products List (BPPL) for a list of approved manufacturers.<br />
<br />
'''(H11.51) Omit this note if resin anchors are used.'''<br />
:Substitution for the U-bolt cages will not be permitted.<br />
<br />
'''(H11.52) Omit this note if resin anchors are used.''' <br />
:U-bolts shall be ASTM F1554 Grade 36.<br />
<br />
'''(H11.53) Omit this note if resin anchors are used.'''<br />
:For details of pedestrian curb, see sheet No. __.<br />
<br />
'''(H11.54) Place following note with pedestrian curb or barrier details.'''<br />
:For details of decorative pedestrian fence, see sheet No. __.<br />
<br />
'''Use note (H11.55) to (H11.57) where the top of barrier is less than 9 inches wide or when the barrier is to be slip – formed and fence post attached to back face of barrier.'''<br />
<br />
'''(H11.55)'''<br />
:Resin anchors shall be ASTM F1554 Grade 36.<br />
<br />
'''Use note I2.1, I2.2 and I2.3.'''<br />
<br />
'''(H11.56)'''<br />
:For details of barrier, see sheet No. ___.<br />
<br />
'''(H11.57) Place following note with new barrier details.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for decorative fence.<br />
<br />
=== H12. Miscellaneous ===<br />
<br />
'''Construction Joint'''<br />
<br />
'''(H12.1)'''<br />
:Finish each side of joint with a 1/4 inch radius edging tool.<br />
<br />
'''Pin and Flat Hexagonal Nut'''<br />
<br />
<br />
'''(H12.2)'''<br />
:{|cellpadding="0"<br />
|Material:||Pin = ASTM A668 (Class F)<br />
|-<br />
|&nbsp;||Nut = ASTM A709 Grade 36<br />
|}<br />
<br />
<br />
'''Plastic Waterstop (Use in the barrier joints and parapet joints as specified in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.3 Plastic Waterstops|EPG 751.12.1.2.3 Plastic Waterstops]])'''<br />
<br />
'''(H12.3)'''<br />
:Plastic waterstop shall be placed in all formed joints, except structures with superelevation, use on lower joints only.<br />
<br />
'''(H12.4)'''<br />
:Cost of plastic waterstop, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
'''Sign Supports'''<br />
<br />
'''(H12.5)'''<br />
:Payment for furnishing and placing anchor bolts for sign supports will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H12.6)'''<br />
:Payment for furnishing and erecting approximately <u>&nbsp;&nbsp;&nbsp;</u> pounds of steel for sign supports will be considered completely covered by the contract lump sum price for Fabricated Sign Support Brackets.<br />
<br />
<br />
'''Plan of Slab: All Structures'''<br />
<br />
'''(H12.8)'''<br />
:Longitudinal slab dimensions are measured horizontally.<br />
<br />
== I. Revised Structures Notes ==<br />
<br />
<br />
=== I1. General ===<br />
<br />
'''(I1.0.1) Use “slab surface” for deck replacements. '''<br />
:Roadway surfacing adjacent to bridge ends shall match new bridge <u>slab surface</u> <u>wearing surface</u> (roadway item). <br />
<br />
'''(I1.0.2) '''<br />
:All concrete repairs shall be in accordance with Sec 704, unless otherwise noted. <br />
<br />
'''(I1.0.3) Use note when required for rush jobs.'''<br />
:Qualified special mortar in accordance with job special provisions may be used for half-sole repair <u>and deck repair with void tube replacement</u>.<br />
<br />
'''(I1.1)'''<br />
:Outline of existing work is indicated by light dashed lines. Heavy lines indicate new work.<br />
<br />
'''(I1.2)'''<br />
:Contractor shall verify all dimensions in field before finalizing the shop drawings. <br />
<br />
'''(I1.3)'''<br />
:Bars bonded in existing concrete not removed shall be cleanly stripped and embedded into new concrete where possible. If length is available, existing bars shall extend into new concrete at least 40 diameters for plain bars and 30 diameters for deformed bars, unless otherwise noted.<br />
<br />
<br />
'''Use Notes I1.4 and I1.5 where a broken concrete surface has no new concrete against it. Use bituminous paint below ground line and qualified special mortar above ground line.'''<br />
<br />
'''(I1.4)'''<br />
:The area exposed by the removal of concrete and not covered with new concrete shall be coated with an approved <u>bituminous paint</u> <u>qualified special mortar in accordance with Sec 704</u>.<br />
<br />
'''(I1.5) Use with joint filler joints with Asphaltic Concrete Wearing Surface.'''<br />
:Joint shall be cleaned per the manufacturer's recommendations. Cost of Concrete and Asphalt Joint Sealer and Backer Rod will be considered completely covered by contract unit price per other items included in the contract.<br />
<br />
'''(I1.6) Use as an asterisk note when tinting is specified on Bridge Memorandum adding corresponding asterisk to slab edge repair and superstructure repair (unformed) leader notes.'''<br />
:Match existing concrete color. Apply tinted sealer to blend repair to existing concrete.<br />
<br />
'''(I1.7) Effective for redeck jobs in June 2024 letting and later.'''<br />
:For adjusted girder deflection due to weight of new deck and barriers, see Bridge Electronic Deliverables.<br />
<br />
<br />
'''Concrete Slab with Wearing Surface'''<br />
<br />
'''(I1.10) Use note for all wearing surfaces except epoxy polymer wearing surfaces.'''<br />
:In order to maintain grade and a minimum thickness of wearing surface as shown on plans it may be necessary to use additional quantities of wearing surface at various locations throughout the structure. The cost of furnishing and installing the wearing surface will be considered completely covered in the contract unit price, including all additional labor, materials or equipment for variations in thickness of wearing surface.<br />
<br />
'''(l1.11) Use note for chip seals and polymer wearing surfaces.'''<br />
:The contractor shall exercise care to ensure spillage over joint edges is prevented and that a neat line is obtained along any terminating edge of the wearing surface.<br />
<br />
'''(l1.12) Use note only with preventive maintenance jobs.'''<br />
:Concrete for repairing concrete deck shall be a qualified special mortar in accordance with Sec 704 instead of the Class B-2 or B-1 concrete.<br />
<br />
'''(I1.13) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional concrete wearing surface and optional very early strength concrete wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional <u>Very Early Strength</u> Concrete Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Concrete Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Low Slump Concrete Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Silica Fume Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|CSA Cement Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional <u>very early strength</u> concrete wearing surfaces listed in<br/>the table. The optional <u>very early strength</u> concrete wearing surface method of measurement and<br/>basis of payment shall be in accordance with Sec 505. <br />
|}<br />
<br />
<br />
'''(I1.14) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional polymer wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Polymer Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Polymer Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Epoxy Polymer Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|MMA Polymer Slurry Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional polymer wearing surfaces listed in the<br/>table. The optional polymer wearing surface method of measurement and basis of<br/>payment shall be in accordance with Sec 623. <br />
|}<br />
<br />
'''(I1.15) Use note when specified on Bridge Memorandum.'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a black beauty type aggregate.<br />
<br />
'''(l1.16) Use note when specified on Bridge Memorandum. Requires non-standard special provision [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513].'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a high friction (HFST) aggregate in accordance with special provisions.<br />
<br />
'''(l1.17) Use note when specified on Bridge Memorandum.'''<br />
:Reflective deck cracks shall be treated in accordance with Sec 623. <br />
<br />
'''(l1.18) Use note with polyester polymer concrete (PPC) wearing surfaces.'''<br />
:Polyester polymer concrete may be substituted for Class B-2 concrete at locations of half-sole and full depth repairs. Deck repairs using polyester polymer concrete shall be placed following the procedures recommended by the manufacturer. The maximum lift height recommended by the manufacturer is not to be exceeded. Monolithic repairs are permitted when half the diameter or less of the top bar is exposed.<br />
<br />
<br />
'''Removal and Storage of Existing Bridge Rails'''<br />
<br />
'''(I1.20)'''<br />
:The existing bridge rails <u>and posts</u> shall be stored at a location as designated by the engineer on the MoDOT Maintenance Lot at <u>&nbsp;&nbsp;&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Extension of Box Culverts'''<br />
<br />
'''(I1.41)'''<br />
:Bottom of top slab, top of bottom slab, and inside faces of walls shall be built flush with the existing structure.<br />
<br />
'''(I1.42)'''<br />
:Bottom of new slab shall be built flush with the bottom of slab of the existing box and the height of walls varied as necessary to extend the walls into rock as specified.<br />
<br />
<div id="Making End Bents Integral"></div><br />
'''Making End Bents Integral'''<br />
<br />
'''(I1.51)'''<br />
:The exposed and accessible surfaces of the existing structural steel and bearings that will be encased in concrete shall be cleaned with a minimum of SSPC-SP-3 surface preparation and coated with a minimum of one coat of gray epoxy-mastic primer (non-aluminum) in accordance with Sec 1081 to produce a dry film thickness of not less than 3 mils before concrete is poured. The surface preparation and coating for girders shall extend a minimum of one foot outside the face of the girder encasement. Payment for cleaning and coating steel to be encased in concrete will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(I1.52) Use the underlined portion that matches the pay item listed in the Estimated Quantities table. Do not use “Reinforcing Steel” if it is listed in the Estimate Quantities for Slab on Steel table.'''<br />
:The ___ bars are segmented for ease of placement through girder web holes. The total bar length for ___ bars shown in Bill of Reinforcing Steel allows for one lap splice with a length of ___. Actual bar segment lengths to be determined by contractor for ease of installing bars. The contractor may use a mechanical bar splice in lieu of a lap splice. When a mechanical bar splice is used, the actual bar segment length will be determined by the contractor to accommodate manufacturer's recommendations for installation and ease of construction. The cost of furnishing and installing the bar splices will be considered completely covered by the contract unit price for <u>Reinforcing Steel</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>. No adjustment of the quantity of reinforcing steel will be allowed for the use of mechanical bar splices.<br />
<br />
'''(I1.53)'''<br />
:Cost of field drilling holes in existing <u>plate girder</u> <u>wide flange beam</u> webs will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''Curb Block-Out'''<br />
<br />
'''(I1.60)'''<br />
:7/8"&oslash; Threaded Rods with nuts and washers shall be used in place of 7/8"&oslash; Bolts (ASTM A307).<br />
<br />
'''(I1.61)'''<br />
:1"&oslash; holes shall be drilled through existing end post for placement of 7/8"&oslash; threaded rods, nuts, and washers.<br />
<br />
'''(I1.62) Use the following note for curb blockouts on curb and parapet rails with handrails where asbestos is present.'''<br />
: Asbestos (Friability Category II NF) has been detected in the insulation compound between the top of the existing concrete parapet and the base of the existing handrail posts. The contractor has the option to remove the handrail and posts or leave in place. Should the contractor elect to remove the handrail and posts, the contractor will be required to use a licensed abatement contractor during the removal. No direct payment will be made for removal of the handrail and posts, or for asbestos abatement. The described work will be considered completely covered by the contract unit price for other items in the contract.<br />
<br />
<br />
'''In "General Notes:" section of plans, place the following note under the heading "Miscellaneous:" when existing longitudinal dimensions are used.'''<br />
<br />
'''(I1.63)'''<br />
:Longitudinal dimensions are based on the original design plans.<br />
<br />
'''In "General Notes:" section of plans, place the following two notes under the heading "Beam Support:" when strengthening existing beams under traffic.'''<br />
<br />
'''(I1.64''')<br />
:All existing beams in the span being strengthened shall be raised simultaneously Dimension H at jacking point and supported during welding of new steel plates.<br />
<br />
'''(I1.65)'''<br />
:The temporary supports must be capable of safely supporting a service load of approximately Load J tons per beam (factor of safety not included). See special provisions.<br />
<br />
'''(I1.66)'''<br />
:<math>\, *</math> Scarification not required for Asphaltic Concrete, MMA Polymer Slurry and Epoxy Polymer Wearing Surfaces. <br />
<br />
<div id="Rock Blanket"></div><br />
<br />
'''Rock Blanket'''<br />
<br />
'''(I1.70) Use note for redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA.'''<br />
<br />
:The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item)<br />
<div id="(I1.71) Use"></div><br />
'''(I1.71) Use only when specified on the Bridge Memo or Design Layout.'''<br />
<br />
:Rubblized concrete from the existing bridge deck that qualifies as clean fill may be placed on spill slopes at end bents above ordinary high water line (Roadway item).<br />
<br />
=== I2. Resin & Cone Anchors ===<br />
<br />
'''Use Resin Anchors unless concrete depths are insufficient.'''<br />
<br />
'''(I2.1)'''<br />
:The contractor shall use one of the qualified resin anchor systems in accordance with Sec 1039.<br />
<br />
'''(I2.2) * Pay item in which resin anchor system is embedded.'''<br />
:Cost of furnishing and installing the resin anchor systems, complete in place, will be considered completely covered by the contract unit price for <u>*</u>.<br />
<br />
'''(I2.3)'''<br />
:The minimum embedment depth in concrete with f'<sub>c</sub> = 4,000 psi for the resin anchor systems shall be that required to meet the minimum ultimate pullout strength in accordance with Sec 1039 but shall not be less than 5".<br />
<br />
'''Note to designer:'''<br/>A minimum factor of safety of 2 should be used when determining the number of anchors to be used.<br />
<br />
'''(I2.4)(Use when reinforcing steel is substituted for the threaded rod stud.)'''<br />
:<u>A</u> <u>An epoxy coated</u> #<u>****</u> Grade 60 reinforcing bar <u>*****</u> long shall be substituted for the <u>******</u>&oslash; threaded rod.<br />
<br />
<br />
{|<br />
|****||Bar size.<br />
|-<br />
|*****||Length of bar required by design.<br />
|-<br />
|******||Diameter of threaded rod.<br />
|}<br />
<br />
<br />
'''Cone Expansion Anchors'''<br />
<br />
'''(I2.30) *** Pay item in which cone expansion anchor is embedded.'''<br />
:Cost of furnishing and installing cone expanson anchor will be considered completely covered by the contract unit price for <u>***</u>.<br />
<br />
'''(I2.31)'''<br />
:The <u>*</u>" diameter cone expansion anchors shall have a minimum ultimate pullout strength of <u>**</u> lbs. in concrete with f'<sub>c</sub> = 4,000 psi.<br />
<br />
{|style="text-align:center;" <br />
|-<br />
|width="100pt"|* DIAMETER||width="100pt"|** PULLOUT<br />
|-<br />
|3/8"||3,900<br />
|-<br />
|1/2"||7,500<br />
|-<br />
|5/8"||10,800<br />
|-<br />
|3/4"||12,000<br />
|}<br />
<br />
=== I3. Special Repair Zones - Deck Repair Notes for CIP Continuous Concrete Box Girder, Voided Slab and Solid Slab Spans (Notes for Bridge Standard Drawings RHB03 & RHB04)===<br />
<br />
'''Use applicable notes I3.1 thru I3.6 under the special repair zones heading in the deck repair notes. The special repair zones heading shall follow the order of repair heading.'''<br />
<br />
'''(I3.1) Use for structures using conventional deck repair only (no hydro demolition). '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed prior to work in Zone A. <br />
<br />
'''(I3.2) Use for structures with multiple column bents.''' <br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are completed and properly cured.</u><br />
<br />
'''(I3.3) Use for structures with single column bents. '''<br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time except for the zones directly adjacent to the centerline of bent. If either of the zones adjacent to centerline of bent has a single repair area of over 10 square feet or a total repair area of over 20 square feet, that zone shall be repaired before removing concrete in the other zone of the same designation at that bent. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are complete and properly cured.</u><br />
<br />
'''(I3.4) Use for hydro demolition projects. '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed post-hydro demolition. <br />
<br />
'''(I3.5)'''<br />
:Removal and deck repair shall be completed in one special repair zone and concrete shall have attained a compressive strength of 3200 psi before work can be started in the next special repair zone.<br />
<br />
'''(I3.6) Use for voided or solid slab structure.'''<br />
:If any single repair area does not exceed 4 square feet in size and the total repair area within a special repair zone does not exceed 12 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''Use for voided slab structures, place applicable notes I3.10 thru I3.12 under the void repair heading in the deck repair notes. The void repair heading shall follow the special repair zones heading.'''<br />
<br />
'''(I3.10) '''<br />
:Any damage sustained to the void tube as a result of the contractor's operations shall be patched or replaced as required by the engineer at the contractor's expense. <br />
<br />
'''(I3.11) Underline portion only required for Hydro Demo Case 2 details.'''<br />
:An exposed void in the deck shall be patched as approved by the engineer in a manner that shall maintain the void area completely free of concrete. Cost of patching an exposed void will be considered completely covered by the contract unit price for Half-Sole Repair <u>inside special repair zones and Monolithic Deck Repair outside special repair zones</u>. <br />
<br />
'''(I3.12) Use when deck repair with void tube replacement is required.'''<br />
:When a deteriorated portion of the void tube is beyond the point of patching as determined by the engineer, the portion of the deteriorated void tube shall be replaced. The void area shall be maintained completely free of concrete. Cutting of the longitudinal reinforcing steel will not be permitted. The fiber tubes for producing the voids shall have an outside diameter with the wall thickness the same as the existing tubes and anchored at not more than the original spacing. Cost of replacing the void tube will be considered completely covered by the contract unit price for Deck Repair with Void Tube Replacement. Measurement will be horizontal projection of the area of exposed tube in plan.<br />
<br />
<br />
'''Use for box and deck girder structures, place applicable notes I3.16 thru I3.22 as a continuation of the special repair zones heading in the deck repair notes. '''<br />
<br />
'''(I3.16)'''<br />
:Total width of full depth repair shall not exceed 1/3 of the deck width at one time. For any area of deck repair that extends over a web and is more than 18 inches in length along the web, the concrete removal <u>including removal with hydro demolition</u> shall stop at the centerline of web and repair completed in this area. Prior to continuing work in this area, the concrete shall have attained a compressive strength of 3200 psi. No traffic shall be permitted over the web that is undergoing repair. <br />
<br />
'''(I3.17)'''<br />
:When the full depth repair extends over a diaphragm or web and the deteriorated concrete extends into the diaphragm or web, all deteriorated concrete shall be removed and replaced as full depth repair. Concrete in webs shall not be removed below the slab haunch of the girder without prior review and approval from the engineer.<br />
<br />
<br />
'''Use notes I3.20 and I3.22 for box girder structures only. '''<br />
<br />
'''(I3.20)'''<br />
:Interior falsework installed by the contractor resting on the bottom slab shall be removed where entry access is available.<br />
<br />
'''(I3.21) This applies for each zone and not similarly lettered zones as a group. '''<br />
:If any single repair area does not exceed 9 square feet in size and the total repair area within a special repair zone does not exceed 27 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''(I3.22)'''<br />
:Half-sole repair in the special repair zone, on either side of the intermediate bents, shall be to a depth that will not expose half the diameter of the longitudinal reinforcing bar. Full depth repair shall be made when removal of deteriorated concrete exposes half or more of the diameter of the longitudinal reinforcing bar. <br />
<br />
'''(I3.30) Use for hydro demolition projects.''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; (2) equals ¼ inch; and (3) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface plus (1) of existing deck.</u><br />
:<u>2. Power wash deck to identify sound and unsound existing deck repair.</u><br />
:3. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. <u>Removal of existing deck repair</u><br />
::<u>b.</u> Half-sole repair<br />
::<u>c. Deck repair with void tube replacement</u><br />
::<u>d. Full depth repair</u><br />
:<u>4. Outside special repair zones, remove existing deck repair.</u><br />
:5. Complete total surface hydro demolition, removing (2) minimum of sound concrete inside special repair zones and removing (3) minimum of sound concrete and all deteriorated concrete outside special repair zones.<br />
:6. Sound deck and if needed complete incidental concrete removal.<br />
:''(Guidance: Use for Case 1 RHB03)''<br />
:<u>7. Outside special repair zones, complete full depth repair.</u><br />
:''(Guidance: Use for Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:<u>7. Outside special repair zones, complete the following repairs:</u><br />
::<u>a. Half-sole repair</u> ''(Guidance: Case 2 RHB04)''<br />
::<u>b. Deck repair with void tube replacement</u> ''(Guidance: Case 1 & 2 RHB04)''<br />
::<u>c. Full depth repair</u> ''(Guidance: Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:8. Place new wearing surface including additional material for areas of monolithic deck repair.<br />
<br />
'''(I3.31) Use for non-hydro demolition projects (conventional deck repair only).''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface</u> <u>plus (1) of existing deck.</u><br />
:2. Sound deck to identify areas in need of repair.<br />
:3. Outside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:4. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:5. Place new wearing surface.<br />
<br />
===I4. Fiber Reinforced Polymer (FRP) Wrap - Bent Cap Shear Strengthening===<br />
<br />
'''(I4.1)''' <br />
:Design force is the factored shear force at any cross section in each design region that shall be resisted entirely by the FRP reinforcement.<br />
<br />
'''(I4.2)''' <br />
:See special provisions.<br />
<br />
===I5. Fiber Reinforced Polymer (FRP) Wrap – Intermediate Bent Column Strengthening for Seismic Details for Widening. Report following notes on Intermediate bent plan details.===<br />
<br />
'''(I5.1)''' <br />
:Factored axial resistance of new columns = _____ kip and factored axial resistance of existing columns = _____ kip. The factored axial resistance of the existing column with FRP wrap shall not be less than the factored axial resistance of the new columns.<br />
<br />
'''(I5.2)''' <br />
:See special provisions.<br />
<br />
== J. MSE Wall Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== J1. General ===<br />
<br />
'''(J1.1)'''<br />
:For strength limit state and <u>extreme event limit state</u>, the wall designer to confirm that the minimum Capacity to Demand Ratio (CDR) for bearing, sliding, overturning, eccentricity, and internal stability is greater than equal to 1.0. MSE wall designer shall include this note on shop drawings.<br />
:<u>For Extreme Event I limit state, the wall designer shall design wall for Ɣ<sub>EQ</sub> = 0.5.</u><br />
<br />
'''(J1.2) Use either or both factored bearing resistance notes for foundation ground with appropriate value(s) as determined by the Geotechnical Section and reported in the Foundation Investigation Geotechnical Report times resistance factor and use the following maximum applied factored bearing stress instructional note. Extreme event portions of the instructional note shall be included when seismic design is required for category B, C, or D or when collision loads are considered.'''<br />
:<u>For unimproved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:<u>For improved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:The maximum applied factored bearing stress for the strength <u>and extreme event</u> limit state(s) at the foundation level shall be shown on the shop drawings and shall be less than the factored bearing resistance.<br />
<br />
'''(J1.3) Use the underlined portion when limits of improved foundation ground is required by Geotechnical Section.''' <br />
:Factored bearing resistance <u>and limits of improved foundation ground</u> shall be used as shown on the plans. No adjustments are allowed.<br />
<br />
'''(J1.4) Use for MSE walls that support another structure foundation (i.e. support abutment fill, building or Bridge MSE wall) in SDC B or C (seismic zone 2 or 3). Use for all MSE walls in SDC D.''' <br />
:<u>Seismic analysis provisions shall not be ignored for MSE wall design.</u><br />
<br />
'''(J1.5) Use for MSE walls that do not support another structure foundation (i.e. Not supporting abutment fill or building (District MSE wall) in SDC B or C (seismic zone 2 or 3)) and only if Geotechnical report allow otherwise use note J1.4. Use note J1.4 for all MSE walls in SDC D.''' <br />
:<u>No-Seismic-Analysis provisions may be considered for MSE wall design in accordance with LRFD 11.5.4.2.</u><br />
<br />
'''(J1.6) Use for MSE walls when traffic barrier is provided in front of MSE wall.'''<br />
:The cost of joint filler and joint seal, complete in place, will be considered completely covered by the contract unit price for Concrete Traffic Barrier (Type <u>B</u> <u>D</u>). See Roadway Plans. <br />
<br />
'''(J1.7)'''<br />
:&oslash;<sub>b</sub> = <u>&nbsp; &nbsp;</u>&deg; and Unit weight, Ɣ<sub>b</sub> = ___pcf for retained backfill material to be retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.8) Use either or both foundation parameter notes for foundation ground as determined by the Geotechnical Section and reported on the Foundation Investigation Geotechnical Report.'''<br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for unimproved foundation ground where wall is to bear.</u><br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for improved foundation ground where wall is to bear.</u><br />
<br />
'''(J1.9)'''<br />
:Contractor shall include design ø<sub>r</sub> (actual ø<sub>r</sub> &ge; 34&deg; and the total unit weight, Ɣ<sub>r</sub>, for the select granular backfill (reinforced backfill and wedge area backfill) for structural systems on shop drawings. Contractor shall identify source of select granular backfill material, submit proctor in accordance with AASHTO T 99 (ASTM D698) and gradation with the shop drawings. When backfill material is too coarse to develop a proctor curve the contractor shall determine the maximum dry density (relative density) in accordance with ASTM D4253 and ASTM D4254 and assume percent passing the 200 sieve for optimum water content.<br />
<br />
:Total unit weight, Ɣ<sub>r</sub> = (95% compaction) x (maximum dry density) x (1 + optimum water content) <br />
<br />
'''(J1.10)'''<br />
:Design Ф<sub>r</sub> = 34&deg; for the select granular backfill (reinforced backfill) only for structural systems.<br />
<br />
'''(J1.11)'''<br />
:All concrete for leveling pad <u>and coping</u> shall be Class B or B-1 with f'<sub>c</sub> = 4000 psi.<br />
<br />
'''(J1.12) '''<br />
:The minimum compressive strength of concrete for <u>precast modular panel</u> <u>precast modular (drycast and wetcast) block</u> shall be 4,000 psi in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1052].<br />
<br />
'''(J1.13) For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Use this note if epoxy coated reinforcements required for MSE wall.'''<br />
:Precast modular panel, drycast modular, wetcast modular block and coping (or capstone) reinforcement shall be epoxy coated.<br />
<br />
'''(J1.14)'''<br />
:Soil reinforcement shall be spaced to avoid roadway drop inlet behind wall.<br />
<br />
'''(J1.15)'''<br />
:A filter cloth meeting the requirements for a Separation Geotextile material shall be placed between the select granular backfill for structural systems and the backfill being retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.16) Use for all precast modular panel wall systems.'''<br />
:Minimum 18” wide geotextile strips shall be centered at vertical and horizontal joints of panel. Geotextile material shall be adhered to back face of panel using an adhesive compound supplied by the manufacturer. All edges of each fabric strip shall provide a positive seal. A minimum 12” overlap shall be provided between spliced filter fabric. <br />
<br />
'''(J1.17) Use for all precast modular panel wall systems.''' <br />
:Coping shall be required on this structure. When CIP coping sections extend beyond the limits of a single panel, bond breaker (roofing felt or other approved alternate) between wall panel and coping is required. Coping joints shall use ¾-inch chamfers and shall be sealed with ¾-inch joint filler. Coping reinforcement shall terminate 1 ½-inch minimum from face of coping joint.<br />
<br />
'''(J1.18) '''<br />
:Wall contractor shall show the following items on the design drawings and/or on the fabricator shop drawings. <br />
::1. Leveling pad horizontal.<br />
::2. Leveling pad length and step elevations shall be based on wall manufacture’s recommendation. Top of leveling pad elevations shall not be higher than theoretical top of leveling pad elevations shown on these plans.<br />
<br />
'''Use for drycast modular block wall system or wetcast modular block wall system unless either wall system is to be built vertical.'''<br />
<br />
'''(J1.19)'''<br />
:The top and bottom elevations are given for a vertical wall. The height of the wall shall be adjusted as necessary to fit the ground slope and the concrete leveling pad shall be adjusted as necessary to account for the wall batter. If a fence is built on an extended gutter, then the height of the wall shall be adjusted further.<br />
:The baseline of the wall shown is for a vertical wall. This baseline shall correspond to Elevation _____.<br />
<br />
'''(J1.20)'''<br />
:The contractor shall be solely responsible to coordinate construction of the wall with bridge and roadway construction and ensure that the bridge and roadway construction, resulting or existing obstructions, shall not impact the construction or performance of the wall. Soil reinforcement shall be designed and placed to avoid damage by pile driving, guardrail post installation, utility and sign foundations. (See Roadway and Bridge plans.)<br />
<br />
'''PREQUALIFIED MSE WALL SYSTEMS'''<br />
<br />
'''(J1.21) <font color="purple">[MS Cell]</font color="purple">'''<br />
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!colspan="6" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|MSE Wall Systems Data Table<br />
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!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Proprietary Wall<br/>Systems<br />
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!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing<br/>Unit<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Geogrid<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Geogrid<br />
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|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
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|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
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|-<br />
|colspan="6" align="left"|MSE Wall Systems Data Table is to be completed by MoDOT construction personnel<br/> to record the manufacturer of the proprietary wall system or the manufacturers of the<br/>combination wall system that was used for constructing the MSE wall.<br />
|}<br />
<br />
'''(J1.22) Use for all precast modular panel wall systems. Use for drycast modular block wall system or wetcast modular block wall system if either system is to be built vertical.'''<br />
:<u>The MSE wall system shall be built vertical.</u><br />
<br />
'''(J1.23) Use when the type of MSE wall system is not optional.'''<br />
:The MSE wall system shall be a <u>drycast modular block or wetcast modular block</u> <u>precast modular panel</u> wall system.<br />
<br />
'''(J1.24)'''<br />
:Topmost layer of reinforcement shall be fully covered with select granular backfill for structural systems, as approved by the wall manufacturer, before placement of the Separation Geotextile.<br />
<br />
'''(J1.25)''' <br />
:Minimum ____ diameter perforated PVC or PE pipe. <br />
<br />
'''(J1.26)'''<br />
:Manufacturer shall show drain details on design plans to be submitted as shown on MoDOT MSE wall plans and/or roadway plans. <br />
<br />
'''(J1.27)'''<br />
:Contractor shall modify the drain details as shown if it will improve flow as may be the case for a stepped leveling pad, and for an uneven ground line (approval of the engineer required).<br />
<br />
'''(J1.28) '''<br />
:Select granular backfill shall extend a minimum of 12" beyond the end of all soil reinforcement. Where the angle, Ɵ, between the retained backfill excavation/fill line and the horizontal is less than 90°, the wedge area backfill between Ɵ and 90° shall be filled with select granular backfill for structural systems meeting the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010].<br />
::- For 45° < Ɵ ≤ 90°, properties for retained backfill shall be used for active force computations.<br />
::- For Ɵ ≤ 45°, contractor shall have the option to use properties for select granular backfill, Ф<sub>r</sub>, or better aggregate material for active force computations in the wedge area backfill. For active force computations, the angle of internal friction for wedge area backfill material, Ф<sub>r</sub>, shall be limited to 34° unless determined otherwise in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010]. If Ф<sub>r</sub> > 34° is desired for wedge area backfill then test report shall be submitted with manufacturer's design plans. Ф<sub>r</sub> shall not be greater than 40°. Final configuration of this option shall be sent to Geotechnical Section for a new overall global stability analysis. Design Ф<sub>r</sub>° shall be shown on the manufacturer's design plans if used. <br />
:The slope excavation line shall be benched and separation geotextile shall be placed between the retained backfill and either select granular backfill or better aggregate material, and between the select granular backfill and better aggregate material.<br />
:Show range of acceptable theta (Ɵ) angle on shop drawings which must be consistent with design computations and proposed construction of wall. Show active force computation properties (Ф° = Ф<sub>r°</sub> and γ = γ<sub>r</sub> or Ф° = Ф<sub>b°</sub> and γ = γ<sub>b</sub>) on shop drawings and in design computations. Coordination between wall designer (manufacturer) and contractor is required before shop drawing submittal.<br />
<br />
:{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
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!colspan="5" style="background:#BEBEBE"| Material Properties Used In Design<br />
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!colspan="2" style="background:#BEBEBE"|Reinforced Fill/Select Granular Backfill!!colspan="2" style="background:#BEBEBE"|Active Force Computations!! style="background:#BEBEBE" width="125"|Foundation<br />
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|width="80"|ф<sub>r</sub>°||width="80"| γ<sub>r</sub> (pcf) ||width="80"| ф° ||width="80"|γ (pcf) ||width="80"| ø<sub>f</sub>°<br />
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| &nbsp; || || || || <br />
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<br />
:MSE Wall designer shall include table on shop drawings and provide values used in the design computations. Effects of cohesion shall be ignored unless approved by the engineer.<br />
<br />
'''Use Notes J1.29 thru J1.33 for all precast modular panel wall systems'''<br />
<br />
'''(J1.29)'''<br />
:Inverted U-shape reinforced capstone may be used in lieu of coping. Panel dowels for level-up concrete shall be required, and provided by manufacturer. The dowels shall be field trimmed to clear the capstone by a minimum of 1 1/2 inches and a maximum of 2 1/2 inches.<br />
<br />
'''(J1.30) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than or equal to 10 feet. <br />
<br />
'''(J1.31)'''<br />
:Aluminized soil reinforcement shall have edges coated with coating material per manufacturer.<br />
<br />
'''(J1.32) Use for MSE Walls when there may be contact between dissimilar metals.'''<br />
:All steel soil reinforcements shall be separated from other metallic elements by at least 3 inches. <br />
<br />
'''(J1.33)''' <br />
:Use default values for the pullout friction factor, F<sup>*</sup>, in accordance with LRFD figure 11.10.6.3.2-2 and default value for scale effect correction factor, α, in accordance with LRFD table 11.10.6.3.2-1. For approved steel strips not shown in LRFD figure 11.10.6.3.2-2, use F<sup>*</sup> ≤ 2.0 at zero depth and F<sup>*</sup> ≤ Tan Ф<sub>r</sub> at 20 feet depth and Фr design = 34°. F<sup>*</sup> and α values shall be shown on the shop drawings.<br />
<br />
'''(J1.34) Use for all MSE wall plans.'''<br />
:The MSE wall system shall be built in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 720].<br />
<br />
'''(J1.35) Use for MSE Walls when there may be obstructions in reinforced soil mass.'''<br />
:The splay angle should be less than 15° and tensile capacity of splayed reinforcement shall be reduced by the cosine of the splay angle. Soil reinforcement shall clear the obstruction by at least 3 inches.<br />
:No reinforcement shall be left unconnected to the wall face or arbitrarily cut/bent in the field to avoid the obstruction.<br />
:Where interference between the vertical obstruction and the soil reinforcement is unavoidable, the design of the wall near the obstruction may be modified using one of the alternatives in FHWA-NHI-10-024, Section 5.4.2. Show detail layout on the drawings. For wall designs with horizontal obstructions in reinforced soil mass, see FHWA-NHI-10-024, Section 5.4.3.<br />
<br />
'''Use Notes J1.36 thru J1.40 for drycast modular block wall systems or wetcast modular block wall systems.'''<br />
<br />
'''(J1.36) Permanent shims for drycast modular block wall systems or wetcast modular block wall systems:'''<br />
:Permanent shims will be sparingly allowed to maintain horizontal and vertical control. The preferable shim shall be made of a plastic material that will not rust, stain, rot or leach onto the concrete and has a minimum compressive strength equal to block wall unit. Steel or wood shims will not be allowed. Shims shall not exceed 3/16 inch in thickness and shall distribute load in order to not induce stress into block wall units. No shim shall be used between the concrete leveling pad and the base course of the block wall.<br />
<br />
'''(J1.37)''' <br />
:Holes shall be 5/8-inch round and extended 4 inches into the third layer of blocks, recessed 2 inches deep by 1 1/2 inches round.<br />
<br />
'''(J1.38)'''<br />
:Rods or reinforcing bars shall be secured by an approved resin anchor system in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1039].<br />
<br />
'''(J1.39)'''<br />
:Recess hole shall be backfilled with non-shrink cement grout.<br />
<br />
'''(J1.40) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than 10 feet. <br />
<br />
'''(J1.41) Use when interior angle between two precast modular panel walls is less than or equal to 70°.'''<br />
:When interior angle between two walls is less than or equal to 70°, the affected portion of the MSE wall shall be designed as an internally tied bin structure with at-rest earth pressure coefficients. Acute angle corner structures shall not be stand-alone separate structures. For additional design steps see (FHWA-NHI-10-024).<br />
<br />
'''Use for all MSE wall plans.''' <br />
<br />
'''(J1.42) '''<br />
:Excavation quantities and pay items are given on the roadway plans. Excavation quantities are based on a soil reinforcement length of _____ ft. The soil reinforcement length may vary based upon the wall design selected by the contractor. Plan excavation quantities will be paid regardless of any actual quantities removed based on the soil reinforcement length and design selected.<br />
<br />
'''(J1.43) For staged bridge construction with MSE walls at the abutments show following note on the plan details when temporary MSE wall is required. Also use note J1.41 when interior angle between two walls is 65° to 70°.'''<br />
:Contractor shall be responsible for the internal stability, external stability, compound stability, and overall global stability of the temporary MSE wall structure. The soil parameters assumed for the temporary MSE wall design shall be those shown on the plan details for the MSE Wall and shown in the foundation report. The contractor shall submit the proposed method of temporary MSE wall construction to the engineer prior to beginning work.<br />
:See special provisions.<br />
<br />
== K. Approach Slab Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== K1. General ===<br />
<br />
'''(K1.1) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:All concrete for the bridge approach slab <u>and sleeper slab</u> shall be in accordance with Sec 503 (f'<sub>c</sub> = 4,000 psi).<br />
<br />
'''(K1.2)'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed fiber expansion joint filler, except as noted.<br />
<br />
'''(K1.3) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab <u>and the sleeper slab</u> shall be epoxy coated Grade 60 with F<sub>y</sub> = 60,000 psi.<br />
<br />
'''(K1.4)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<div id="(K1.5.1)"></div><br />
<br />
'''(K1.5.1) Use for Bridge Approach Slab (Major Road).'''<br />
:The reinforcing steel in the bridge approach slab and the sleeper slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 24 inches for #5 bars and 40 inches for #6 bars, or by mechanical bar splice.<br />
<br />
'''(K1.5.2) Use for Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 26 inches for #4 bars, or by mechanical bar splice.<br />
<br />
'''(K1.6) Use underline portion when mechanical bar splices are required due to staged construction. '''<br />
:Mechanical bar splices shall be in accordance with Sec 710. <u>(Estimated ____ splices per slab) </u><br />
<br />
'''(K1.7)'''<br />
:<math>\, *</math> Seal joint between vertical face of approach slab and wing with sealant in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(K1.11)'''<br />
:The contractor shall pour and satisfactorily finish the <u>bridge</u> <u>semi-deep</u> slab before placing the bridge approach slab.<br />
<br />
'''(K1.12)'''<br />
:Longitudinal construction joints in approach slab <u>and sleeper slab</u> shall be aligned with longitudinal construction joints in <u>bridge</u> <u>semi-deep</u> slab.<br />
<br />
'''(K1.13) Use for Bridge Approach Slab (Major Road)'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the approach slab, including the timber header, sleeper slab, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Major Road) per square yard.<br />
<br />
'''(K1.14a) Use for Bridge Approach Slab (Minor) – Concrete Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the concrete bridge approach slab, including the timber header, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.14b) Use for Bridge Approach Slab (Minor) – Asphalt Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the asphalt bridge approach slab, including tack, curb and Type 5 aggregate base within the pay limits shown, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.15) Use for Bridge Approach Slab (Major Road) and Bridge Approach Slab (Minor Road) – Concrete Slab Only'''<br />
:For concrete approach pavement details, see roadway plans.<br />
<br />
'''(K1.16) Use for Bridge Approach Slab (Major Road)'''<br />
:See Missouri Standard Plan 609.00 for details of Type A curb.<br />
<br />
'''(K1.17) Use for Bridge Approach Slab (Minor Road) – Asphalt Slab Only'''<br />
:See Missouri Standard Plan 609.00 for details of Type S curb. <br />
<br />
'''(K1.18)'''<br />
:With the approval of the engineer, the contractor may crown the bottom of the approach slab to match the crown of the roadway surface.<br />
<br />
'''(K1.19) <font color="purple">[MS Cell]</font color="purple"> Use boxed note for Bridge Approach Slab (Minor Road)'''<br />
<br />
{|style="padding: 0.3em; margin-left:1px; border:1px solid #000000; background:#ffffff" text-align:center; font-size: 95%; width="380px" align="center" <br />
|-<br />
|colspan="2"|MoDOT Construction personnel will indicate the bridge approach slab used for this structure:<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Concrete Bridge Approach Slab<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Asphalt Bridge Approach Slab<br />
|}<br />
<br />
'''(K1.20)'''<br />
:Drain pipe may be either 6" diameter corrugated metallic-coated pipe underdrain, 4" diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4" diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=751.50_Standard_Detailing_Notes&diff=58588751.50 Standard Detailing Notes2026-05-06T14:04:46Z<p>Hoskir: /* D1. General */ updated per rr4181</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:10px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="300px" align="right" <br />
|-<br />
|align="center"| '''Copying Detailing Notes from EPG to MicroStation Drawings'''<br />
|-<br />
|'''<font color="purple">[MS Cell]</font color="purple">''' in the standard detailing notes indicates those notes are available in MicroStation note cells because of the drawing associated with the note. <br />
|-<br />
|Please refer to [[media:751.50 Copying Detailing Notes May 2014.docx|Copying Detailing Notes from EPG to MicroStation Drawings]] for additional information.<br />
|}<br />
'''Underlined Portions of Notes:''' Underlined portions of standard detailing notes that are not applicable may be omitted.<br />
<br />
<br />
== A. General Notes ==<br />
<br />
=== A1. Design Specifications, Loadings & Unit Stresses and Standard Plans===<br />
<br />
'''The format for these notes as they would appear on the plans is as follows with the indention shown being optional. For additional applicable notes for MSE walls, see [[#J. MSE Wall Notes (Notes for Bridge Standard Drawings)|J. MSE Wall Notes]].'''<br />
<br />
:'''General Notes:'''<br />
<br />
::''' Design Specifications:'''<br />
:::A1.1<br />
<br />
::'''Design Loading:'''<br />
:::A1.2<br />
<br />
::''' Design Unit Stresses:'''<br />
::: A1.3 <br />
<br />
::'''Standard Plans: '''<br />
:::A1.4<br />
<br />
<br />
'''(A1.1) Design Specifications: '''<br />
<br />
'''Use for all LRFD standard culverts-bridge designs in which the design and/or details are completely covered by the Missouri Standard Plans for Highway Construction and/or EPG 751.8 in accordance with the following design specifications. '''<br />
<br />
:::2010 AASHTO LRFD Bridge Design Specifications and 2010 Interim Revisions<br />
<br />
'''Use for all LRFD bridge final designs initiated on or after June 1, 2020.'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
<br />
'''Use for all LRFD bridge final designs initiated before June 1, 2020.'''<br />
<br />
:::2017 AASHTO LRFD Bridge Design Specifications (8th Ed.)<br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated after June 1, 2024.'''<br />
<br />
:::<u>2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.)</u><br />
:::<u>Seismic Design Category = A</u> (<u>Nonseismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category =</u> <u>B</u> <u>C</u> <u>D</u> (<u>Complete Seismic Analysis</u> <u>Seismic Details plus Abutment Seismic Design</u>)<br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>__(2)</u> <br />
<br />
'''Refer to these seismic notes for LRFD preliminary bridge design initiated before June 1, 2024.'''<br />
<br />
:::<u>2011 AASHTO Guide Specifications for LRFD Seismic Bridge Design (2nd Ed.) and 2014 Interim Revisions</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Design Category = __</u> <br />
:::<u>Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> = __</u><br />
:::<u>Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = __</u> <br />
<br />
'''Use for all LFD bridge final designs.'''<br />
:::2002 AASHTO LFD (17th Ed.) Standard Specifications<br />
:::<u>2002 AASHTO LFD (17th Ed.) Standard Specifications</u> (<u>Seismic</u> <u>Seismic Details</u>)<br />
:::<u>Seismic Performance Category = __</u><br />
:::<u>Acceleration Coefficient = __ </u><br />
:::<u>Bridge Deck Rating = (1)</u><br />
<br />
'''Use for all LRFD retaining wall (Conventional retaining wall, MSE wall or other) final designs. For additional applicable notes for MSE walls, see [[751.50_Standard_Detailing_Notes#J._MSE_Wall_Notes_.28Notes_for_Bridge_Standard_Drawings.29|J. MSE Wall Notes]].'''<br />
<br />
:::2020 AASHTO LRFD Bridge Design Specifications (9th Ed.)<br />
:::2023 AASHTO Guide Specifications for LRFD Seismic Bridge Design (3rd Ed.) <br />
:::<u>Seismic Design Category = A (Seismic Zone 1)</u><br />
:::<u>Seismic Design Category = B (Seismic Zone 2)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = C (Seismic Zone 3)</u> (<u>Seismic Analysis</u> <u>No Seismic Analysis (3)</u>)<br />
:::<u>Seismic Design Category = D (Seismic Zone 4) (Seismic Analysis)</u><br />
:::Design earthquake response spectral acceleration coefficient at 1.0 second period, S<sub>D1</sub> <u>< 0.15</u> <u>= __</u><br />
:::Acceleration Coefficient (effective peak ground acceleration coefficient), A<sub>s</sub> = <u>(2)</u><br />
<br />
(1) Use when repairing concrete deck. The rating (3 to 9) is from the bridge inspection report.<br />
<br />
(2) Use value for A<sub>s</sub> per Geotech report/Design layout or N/A if not reported in Geotech report/Design layout. If A<sub>s</sub> > 0.75 then use A<sub>s</sub> = 0.75.<br />
<br />
(3) Use “No seismic analysis” if retaining wall is not supporting another structure foundation (i.e. not supporting abutment fill or building) and only if Geotech report allow this option.<br />
<br />
<div id="(A1.2) Design Loading:"></div><br />
'''(A1.2) Design Loading:'''<br />
<br />
'''Use for all LRFD bridge, retaining wall and culvert final designs.'''<br />
::Vehicular = HL-93 <u>minus lane load</u> (1)<br />
:: <u>No</u> <u>Future Wearing Surface</u> <u>= 35 lb/sf</u><br />
::<u>Defense Transporter Erector Loading</u><br />
::Earth = 120 lb/cf (4 6)<br />
::Equivalent Fluid Pressure = <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
'''Use for all LFD bridge final designs.'''<br />
::<u>HS20-44</u> <u>HS20 Modified</u> <u>(4)</u> <u>(5)</u> <br />
::<u>35 lb/sf</u> <u>No</u> Future Wearing Surface<br />
::<u>Military 24,000 lb Tandem Axle</u> <u>(5)</u> <br />
::<u>Defense Transporter Erector Loading</u> <u>(5)</u> <br />
::Earth 120 lb/cf, Equivalent Fluid Pressure <u>(2)</u> <br />
::<u>Ø = &nbsp;</u><br />
::Fatigue Stress - <u>Case I</u> <u>Case II</u> <u>Case III</u><br />
::{|cellpading="0"<br />
|valign="top"|(3)||valign="top"|Superstructure:||<u>Simply-Supported</u>, Non-Composite for dead load.<br/><u>Continuous</u> Composite for live load.<br />
|}<br />
<br />
For rehabilitation of decks originally designed using above loads, specify using current wording when the original wording varies from that now used (“Military” used to be specified as “Modified”). <br />
<br />
(1) Include for all culverts and culverts-bridges unless lane load is used.<br />
<br />
(2) For bridges and retaining walls use "45 lb/cf (Min.)" unless the Ø angle requires using a larger value. For box culverts use "30 lb/cf (Min.), 60 lb/cf (Max.)".<br />
<br />
(3) Use with all prestressed concrete structures. Omit underline portions for single spans. <br />
<br />
(4) For rehabilitation of decks originally designed using loads other than those shown, specify loading as shown on original plans.<br />
<br />
(5) For rehabilitation of decks specify the original design year in parentheses, e.g. (1965).<br />
<br />
(6) Unless different value is provided in the Geotechnical report.<br />
<br />
<br />
'''(A1.3) Use for LRFD. (For ASD, LFD, and allowable stresses, see Development Section.)'''<br />
<br />
::'''Design Unit Stresses:'''<br />
::{|<br />
|Class B Concrete (Substructure)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B Concrete (Retaining Wall)|| ||f'c = 3,000 psi<br />
|-<br />
|Class B-2 Concrete (Drilled Shafts & Rock Sockets)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Superstructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except<br/> &nbsp; Prestressed <u>Girders</u> <u>Beams</u> and Barrier) || ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Substructure)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Box Culvert)|| ||f'c = 4,000 psi<br />
|-<br />
|Class B-1 Concrete (Barrier)|| ||valign="bottom"| f'c = 4,000 psi<br />
|-<br />
|Class B-2 Concrete (Superstructure, except Barrier)|| ||valign="bottom"| f'c = 4,000 psi (1)<br />
|-<br />
|Reinforcing Steel (Grade 40)|| ||f<sub>y</sub> = 40,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A615 Grade 60)|| ||f<sub>y</sub> = 60,000 psi<br />
|-<br />
|Reinforcing Steel (ASTM A706 Grade 60)|| ||f<sub>y</sub> = 60,000 psi (2)<br />
|-<br />
| Structural Carbon Steel (ASTM A709 Grade 36) || ||f<sub>y</sub> = 36,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade 50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS50W)|| ||f<sub>y</sub> = 50,000 psi<br />
|-<br />
|Structural Steel (ASTM A709 Grade HPS70W)|| ||f<sub>y</sub> = 70,000 psi<br />
|-<br />
|Structural Steel HP Pile (ASTM A709 Grade 50)|| ||f<sub>y</sub> = 50,000 psi <br />
|-<br />
|Welded or Seamless steel shell (pipe) for CIP pile (ASTM A252 Modified Grade 3)||width="20"| || f<sub>y</sub> = 50,000 psi<br />
|-<br />
|colspan="3"|For precast prestressed panel stresses, see Sheet No. _.<br />
|-<br />
|colspan="3"|For prestressed girder stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|-<br />
|colspan="3"|For prestressed <u>solid slab</u> <u>voided slab</u> <u>box</u> beam stresses, see Sheet<u>s</u> No. _ <u>&</u> _ .<br />
|}<br />
<br />
<div id="A1-notes"></div><br />
(1) Slabs, diaphragms or beams poured integrally with the slab.<br />
<br />
(2) Use for new bridges in seismic design category B, C and D. ASTM A615 bars should be used for rehabilitation work regardless of location. <br />
<br />
Note: Any new construction using structural steels A514 or A517 requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.<br />
<br />
Note: ASTM A709 Grade 50S shall not be specified for HP piles or other structural shapes without prior confirmation of the availability of the material.<br />
<br />
<div id="(A1.4) Standard Plans:"></div><br />
'''(A1.4) Use for structural design information only.'''<br />
:::'''Standard Plans:'''<br />
::::703.37, 703.85, 703.86, and 703.87<br />
<br />
<center><br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="950px" align="center" <br />
|-<br />
|Guidance: <br/><br />
- List in order the Missouri Standard Plans applicable to the structure (omit if there are no applicable standard plans).<br/><br />
- Above is an example for a right advanced triple box culvert with a flared inlet. Actual standards specified shall be those required for structure type and features.<br/><br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
! style="background:#BEBEBE"| Standard Plan!! style="background:#BEBEBE"|When Applicable <br />
|-<br />
|703.10 thru 703.87 ||width="300"|Culvert Standards in Accordance with [[750.7 Non-Hydraulic Considerations#750.7.4.1 Standard Plans|EPG 750.7.4.1 Standard Plans ]]<br />
</center><br />
|}<br />
</center><br/><br />
- Examples for exclusion (no need to include):<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 606.60: guardrail transition – roadway item<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plans 606.00 and 617.10: delineators for railings and barriers – referenced in standard notes.<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 609.00: Type A curb for approach slabs– referenced in standard note K1.16<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 706.35 Bar Supports for Concrete Reinforcement<br/><br />
&nbsp;&nbsp;&nbsp;o Std. Plan 712.40 Steel Dams at Expansion Devices – supplementary details for construction<br/><br />
|}<br />
</center><br />
<br />
=== A2. Concrete Box Culverts and Other Type Structures ===<br />
<br />
'''All Boxes'''<br />
<br />
'''(A2.0) <font color="purple">[MS Cell]</font color="purple">'''<br />
:MoDOT Construction personnel will indicate the type of box culvert constructed:<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Precast Concrete Box used<br/> &nbsp; &nbsp; <math>\Box</math> &nbsp; Cast-in-Place Concrete Box used<br />
<br />
<br />
'''All Boxes on Rock'''<br />
<br />
'''(A2.1) Designer shall check with Structural Project Manager if the 6” dimension should be increased for soft rock and shale. '''<br />
<br />
:Anchor full length of walls by excavating 6 inches into and casting concrete against vertical faces of hard, solid, undisturbed rock.<br />
<br />
'''(A2.1.1)'''<br />
:Holes shall be drilled 12 inches into solid rock with E1 and E2 bars grouted in.<br />
<br />
<br />
'''All Boxes with Bottom Slab'''<br />
<br />
'''(A2.2)'''<br />
:When alternate precast concrete box culvert sections are used, the minimum distance from inside face of headwalls to precast sections measured along the shortest wall shall be 3 feet. Reinforcement and dimensions for wings and headwalls shall be in accordance with Missouri Standard Plans.<br />
<br />
<br />
'''Culverts on Rock Where Holes or Crevices may be Found'''<br/><br />
'''(Normally where soundings show rock to be very irregular)'''<br />
<br />
'''(A2.3) (The designer should check with Structural Project Manager before placing this note on the plans.)'''<br />
:Where, under short lengths of walls, top of rock is below elevations given for bottom of walls, plain concrete footings 3 feet in width shall be poured up from rock to bottom of walls. If top of rock is more than 3 feet below bottom of short wall sections, the walls between points of support on rock, shall be designed and reinforced as beams and spaces below walls filled as directed by the engineer. Payment for plain concrete footings and concrete reinforced as wall beams will be considered completely covered by the contract unit price for Class B-1 Concrete.<br />
<br />
<br />
'''Box Type Structures on Rock or Shale Widened or Extended with Floor '''<br />
<br />
'''(A2.4)'''<br />
:Fill material under the slab shall be firmly tamped before the slab is poured.<br />
<br />
<br />
'''Box Culverts with Bottom Slab that Encounter Rock'''<br />
<br />
'''(A2.5) (Use when specified on the Design Layout.)'''<br />
:Excavate rock 6 inches below bottom slab and backfill with suitable material for culverts on rock in accordance with Sec 206.<br />
<br />
<br />
'''Curved Box Culverts (Box on curve)'''<br />
<br />
'''(A2.6)'''<br />
:The contractor will have the option to build the curved portion of the structure on chords (maximum of 16 feet).<br />
<br />
<br />
'''(A2.7) (Use when special backfill is specified on the Design Layout.)'''<br />
:Excavate 3 feet below the box and fill with suitable backfill material.<br />
<br />
<br />
'''For Box Culverts where collar is provided, place the following note on plan sheet.'''<br />
<br />
'''(A2.8)'''<br />
:If precast option is used, precast box culvert ties in accordance with Sec 733 and Standard Plan 733 shall be provided between all precast sections. <br />
<br />
<br />
'''For Box Culverts with transverse joint(s), place notes A2.9 and A2.10 under the Transverse Joint Detail. <font color="purple">[MS Cell]</font color="purple"> The detail and these notes are not needed if an appropriate standard plan is referenced.'''<br />
<div id="(A2.9)"></div><br />
'''(A2.9)'''<br />
:Filter cloth 3 feet in width and double thickness shall be centered on transverse joints in top slab and sidewalls with edges sealed with mastic or two sided tape. Filter cloth shall be a separation geotextile in accordance with Sec 1011. Cost of furnishing and installing filter cloth will be considered completely covered by the contract unit price for other items.<br />
<div id="(A2.10)"></div><br />
<br />
'''(A2.10)'''<br />
:Preformed fiber expansion joint material in accordance with Sec 1057 shall be securely stitched to one face of the concrete with 10 Gage copper wire or 12 Gage soft drawn galvanized steel wire.<br />
<br />
<br />
'''(A2.11)'''<br />
:If unsuitable material is encountered, excavation of unsuitable material and furnishing and placing of granular backfill shall be in accordance with Sec 206.<br />
<br />
<br />
'''(A2.14) For Box Culverts where the top slab is used as the riding surface, place the following note on plan sheet.'''<br />
<br />
:Culvert top slab surface may be finished with a vibratory screed.<br />
<br />
<div id="Use notes A2.15 and A2.16"></div><br />
<br />
'''Use notes A2.15 and A2.16 for all box culverts.'''<br />
<br />
'''(A2.15) '''<br />
<br />
:Channel bottom shall be graded within the right of way for transition of channel bed to culvert openings. Channel banks shall be tapered to match culvert openings. (Roadway Item) <br />
<br />
'''(A2.16) '''<br />
<br />
:If any part of the barrel is exposed, the roadway fill shall be warped to provide 12 inches minimum cover. (Roadway Item)<br />
<br />
=== A3. All Structures ===<br />
<br />
'''Neoprene Pads:'''<br />
<br />
'''(A3.2) Does not apply to Type N PTFE Bearings & Laminated Neoprene Bearing Pad Assembly.'''<br />
:Neoprene bearing pads shall be <u>50</u> <u>60</u> <u>70</u> durometer and shall be in accordance with Sec 716.<br />
<br />
<br />
'''Fabricated Steel Connections:'''<br />
<br />
'''(A3.3) Use for all steel structures. Bolted connections use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Field connections shall be made with 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> bolts and 13/16-inch diameter holes, except as noted. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied.<br />
|}<br />
<br />
'''Joint Filler:'''<br />
<br />
'''(A3.4) Use on all structures (except culverts).'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed sponge rubber expansion and partition joint filler, except as noted.<br />
<br />
<br />
'''Reinforcing Steel:'''<br />
<br />
'''(A3.5)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<br />
<div id="(A3.5.1) Use when uncoated steel"></div><br />
'''(A3.5.1) Use when uncoated steel may come in contact with galvanized piles (concrete pile cap intermediate bents and pile footings).'''<br />
:Minimum clearance between galvanized piles and uncoated (plain) reinforcing steel including bar supports shall be 1 1/2”. Nylon, PVC, or polyethylene spacers shall be used to maintain clearance. Nylon cable ties shall be used to bind the spacers to the reinforcement.<br />
<br />
'''(A3.6) Use when mechanical bar splices (MBS) are to be specified on the plans. The underlined portion shall be used when mechanical bar splice is not being paid for with pay item 706-10.70. '''<br />
<br />
:MBS refers to mechanical bar splices. Mechanical bar splices shall be in accordance with Sec 706 or 710 <u>except that no measurement will be made for mechanical bar splices and they will be considered completely covered by the contract unit price for other items</u>.<br />
<br />
<div id="Traffic Handling:"></div><br />
'''Traffic Handling:'''<br />
<br />
'''(A3.7) Use on all grade separations (new and rehabs) constructed over traffic. The note shall be as specified on the Bridge Memorandum (may not match the following) in accordance with [[751.1 Preliminary Design#751.1.2.6 Vertical and Horizontal Clearances|EPG 751.1.2.6 Vertical and Horizontal Clearances]].'''<br />
<br />
:Vertical clearance for Route <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> traffic during construction shall be <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> minimum over a <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp;</u> wide horizontal opening of the roadway <u>in each direction</u>.<br />
<br />
<br />
'''(A3.8) Use for bridges and culverts.'''<br />
:<u>Structure to be closed during construction.</u> <u>Traffic to be maintained on (1) during construction.</u> See roadway plans for traffic control <u>and Sheet No. __ for staged construction details.</u><br />
<br />
::{| style="margin: 1em auto 1em auto" <br />
|-<br />
|(1)|| Use “structure” with staged rehabilitation of existing structures.<br />
|-<br />
| ||Use “existing structure” with new structures built next to existing structures.<br />
|-<br />
| ||Use “structures” with staged replacement of existing structures.<br />
|-<br />
| ||Use “temporary bypass” when a bypass will be constructed.<br />
|-<br />
| ||Use “other routes” with new routes and with existing routes that are closed to traffic.<br />
|-<br />
|colspan="2" width="1150"| <br />
|}<br />
<br />
=== A4. Protective Coatings ===<br />
<br />
====A4a. Structural Steel Protective Coatings====<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "Structural Steel Protective Coatings:". <br />
<br />
=====A4a1. <u>Steel Structures-Nonweathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a1.1 – A4a1.7)</u>'''<br />
<br />
'''(A4a1.1) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.3 is used. '''<br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finish Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.2) '''<br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a1.3) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.4) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.3) is used, omit the 2<sup>nd</sup> sentence'''.<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u> . <br />
<br />
'''(A4a1.5) When System L is specified, System I is specified for water crossings or when note (A4a1.3) is used, omit the underlined part.'''<br />
<br />
:At the option of the contractor, the <u>intermediate field coat and</u> finish field coat may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''(A4a1.6) Use for structures with Access Doors'''<br />
<br />
:Structural steel access doors shall be cleaned and coated in the shop or field with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. In lieu of coating, the access doors may be galvanized in accordance with ASTM A123 and AASHTO M 232 (ASTM A153), Class C. The cost of coating or galvanizing doors will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a1.7) Use for structures with Access Doors and when a fabricated structural steel pay item is not included.'''<br />
<br />
:Payment for furnishing, coating or galvanizing and installing access doors and frames will be considered completely covered by the contract unit price for other items. <br />
<br />
<div id="(A4a1.8.1) Place"></div><br />
'''(A4a1.8.1) Place the following notes on the plans when alternate galvanized structural steel protective coating is approved by SPM.'''<br />
<br />
:'''(A4a1.8.1a) Place the following note under the notes for “Structural Steel Protective Coatings”.'''<br />
::Alternate A Structural Steel Protective Coating:<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:'''(A4a1.8.1b) In "General Notes:" section place the following note under the heading "Miscellaneous:”'''<br />
::Alternate bids for structural steel coating shall be completed.<br />
<br />
:'''(A4a1.8.1c) Place following information at bottom part of “Estimated Quantities” table. (At least four (4) blank rows should be left at bottom of table to allow for additional entries in the field.)'''<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|Estimated Quantities<br />
|-<br />
!Item||Substr.||Superstr.||Total<br />
|-<br />
|Last Pay Item|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|ADD ALTERNATE A:|| || ||<br />
|-<br />
|Galvanizing Structural Steel&nbsp;&nbsp;&nbsp;&nbsp; lump sum|| || ||1<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|-<br />
|Blank|| || ||<br />
|}<br />
</center><br />
'''(A4a1.8.2) Place the following note instead of notes A4a1.1 – A4a1.7 on the plans when galvanized structural steel protective coating is approved by SPM.'''<br />
:'''(A4a1.8.2a) '''<br />
::Structural steel shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''<u>Recoating Existing Steel (Notes A4a1.9 - A4a1.13)</u>''' <br />
<br />
'''(A4a1.9) Use the 2<sup>nd</sup> underlined option for grade separations where System I finish field coat is only required on the fascia surfaces per Sec 1081. “System I” may be used for water crossings or where note A4a1.13 is used.''' <br />
<br />
:Protective Coating: <u>System G</u> <u>System I Prime Coat with System I Finished Field Coat and System G Intermediate Field Coat</u> <u>System I</u> <u>System L</u> in accordance with Sec 1081.<br />
<br />
'''(A4a1.10) Use primer specified on the Design Memorandum. System L must be used with inorganic zinc primer only.''' <br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for <u>Recoating of Structural Steel (System G, H, I or L)</u> with <u>organic</u> <u>inorganic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel.<br />
<br />
'''(A4a1.11) '''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a1.12) The coating color shall be as specified on the Design Layout. When System L or note (A4a1.13) is used, omit the 2<sup>nd</sup> sentence.'''<br />
<br />
:Field Coat(s): The color of the field coat(s) shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat <u>(System G</u> <u>I</u> <u>L)</u>.<br />
<br />
'''(A4a1.13) For grade separations where System I is preferred for all girder surfaces and not just the fascia surfaces.'''<br />
<br />
:System I finish coat shall be substituted for System G intermediate coat in Sec 1081.10.3.4.1.5.<br />
<br />
'''(A4a1.14) Use for recoating truss bridges. '''<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|The length of span that is permissible to drape is to be determined by the designer and given in the note. Typically, ¼ span length is used but greater lengths have been used in the past based on calculations. See Structural Project Manager or Structural Liaison Engineer.<br />
|}<br />
<br />
:For the duration of cleaning and recoating the truss spans, the truss span superstructure in any span shall not be draped with an impermeable surface subject to wind loads for a length any longer than <u>1/4</u> the span length at any one time regardless of height of coverage. Simultaneous work in adjacent spans is permissible using the specified limits in each span. <br />
<br />
<div id="Overcoating Existing Steel (Notes A4a.10 – A4a.14)"></div><br />
'''<u>Overcoating Existing Steel (Notes A4a1.21 – A4a1.27)</u> '''<br />
<br />
'''(A4a1.21) Include underlined portion when overcoating an existing vinyl coating (System C).'''<br />
<br />
:Protective Coating: System G in accordance with Sec 1081 <u>except thinners are not permitted</u>.<br />
<br />
'''(A4a1.22) '''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1081 for Overcoating of Structural Steel. The cost of surface preparation will be considered completely covered by the contract <u>lump sum unit</u> price <u>per sq. foot</u> for Surface Preparation for Overcoating Structural Steel (System G).<br />
<br />
'''(A4a1.23) The 2nd underlined portion in the first sentence is applicable only for bridges over streams and railroads. '''<br />
<br />
:Field Coat(s): The color of the field overcoat shall be <u>Gray (Federal Standard #26373)</u> <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u> and shall be applied in accordance with Sec 1081.10.3.4<u>, except that all structural steel shall have the intermediate field coat applied in accordance with Sec 1081.10.3.4.1.1</u>. The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System G).<br />
<br />
'''(A4a1.24) Use when new coating system overlaps existing coating system. Show detail on plans.'''<br />
<br />
:Limits of Paint Overlap: System G shall overlap the existing coating between 6 inches and 12 inches in order to achieve maximum coverage at the paint limit of each complete system near the expansion and contraction areas. The final field coating shall be masked to provide crisp, straight lines and to prevent overspray beyond the overlap required.<br />
<br />
=====A4a2. <u>Steel Structures- Weathering Steel</u>=====<br />
<br />
'''<u>Coating New Steel (Notes A4a2.1 - A4a2.3) </u>'''<br />
<br />
'''(A4a2.1) '''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080. <br />
<br />
:Prime Coat: The cost of the inorganic zinc prime coat will be considered completely covered by the contract unit price for the fabricated structural steel.<br />
<br />
'''(A4a2.2) '''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the <u>intermediate and</u> finish field coats will be considered completely covered by the contract unit price for the fabricated structural steel. <br />
<br />
'''(A4a2.3) '''<br />
<br />
:At the option of the contractor, the intermediate and finish field coats may be applied in the shop. The contractor shall exercise extreme care during all phases of loading, hauling, handling, erection and pouring of the slab to minimize damage and shall be fully responsible for all repairs and cleaning of the coating systems as required by the engineer. <br />
<br />
'''<u>Recoating Existing Steel (A4a2.10 – A4a2.13) </u>'''<br />
<br />
'''(A4a2.10)'''<br />
<br />
:Protective Coating: System <u>G</u> <u>I</u> <u>L</u> in accordance with Sec 1080.<br />
<br />
'''(A4a2.11) Use primer specified on Design Memorandum. System L must be used with inorganic zinc primer only.'''<br />
<br />
:Surface Preparation: Surface preparation of the existing steel shall be in accordance with Sec 1080 and Sec 1081 for <u>Recoating of Structural Steel (System G, H or I)</u> with <u>inorganic</u> <u>organic</u> zinc primer. The cost of surface preparation will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Surface Preparation for Recoating Structural Steel. <br />
<br />
'''(A4a2.12)'''<br />
<br />
:Prime Coat: The cost of the prime coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Field Application of <u>Inorganic</u> <u>Organic</u> Zinc Primer. <br />
<br />
'''(A4a2.13) The coating color shall be as specified on the Design Layout. When System L or I is specified, omit the 2nd sentence.'''<br />
<br />
:Field Coats: The color of the field coats shall be Brown (Federal Standard #30045). The cost of the intermediate field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Intermediate Field Coat (System G). The cost of the finish field coat will be considered completely covered by the contract <u>lump sum</u> <u>unit</u> price <u>per sq. foot</u> for Finish Field Coat (System <u>G</u> <u>I</u>).<br />
<br />
=====A4a3. <u>Miscellaneous</u>=====<br />
<br />
'''(A4a3.1) Use for weathering steel or concrete structures with girder chairs and when a coating pay item is not included. '''<br />
<br />
:Structural steel for the <u>girder</u> <u>beam</u> chairs shall be coated with not less than 2 mils of inorganic zinc primer. Scratched or damaged surfaces are to be touched up in the field before concrete is poured. In lieu of coating, the <u>girder</u> <u>beam</u> chairs may be galvanized in accordance with ASTM A123. The cost of coating or galvanizing the <u>girder</u> <u>beam</u> chairs will be considered completely covered by the contract unit price for other items. <br />
<br />
'''(A4a3.2) Use when recoating existing exposed piles. (Guidance: "Aluminum" is preferred because it acts as both a barrier and corrosion protection where "Gray" only acts as a barrier. If for any reason coated pile is embedded in fresh concrete, "Aluminum" shall not be used.)'''<br />
<br />
:All exposed surfaces of the existing structural steel piles <u>and sway bracing</u> shall be recoated with one 6-mil thickness of <u>aluminum</u> <u>gray</u> epoxy-mastic primer applied over an SSPC-SP3 surface preparation in accordance with Sec 1081. The bituminous coating shall be applied one foot above and below the existing ground line and in accordance with Sec 702. These protective coatings will not be required below the normal low water line. The cost of surface preparation will be considered completely covered by the contract lump sum price for Surface Preparation for Applying Epoxy-Mastic Primer. The cost of the <u>aluminum</u> <u>gray</u> epoxy-mastic primer and bituminous coating will be considered completely covered by the contract lump sum price for <u>Aluminum</u> <u>Gray</u> Epoxy-Mastic Primer.<br />
<br />
====A4b. Concrete Protective Coatings====<br />
<br />
=====A4b1. Concrete Protective Coatings===== <br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Concrete Protective Coatings:'''". <br />
<br />
'''(A4b1.1) Use note with weathering steel structures. '''<br />
<br />
:Temporary coating for concrete bents and piers (weathering steel) shall be applied on all concrete surfaces above the ground line or low water elevation on all abutments and intermediate bents in accordance with Sec 711. <br />
<br />
'''(A4b1.2) Use note with coating for concrete bents and piers either urethane or epoxy. '''<br />
<br />
:Protective coating for concrete bents and piers <u>(Urethane)</u> <u>(Epoxy)</u> shall be applied as shown on the bridge plans and in accordance with Sec 711. <br />
<br />
'''(A4b1.3) Use note when specified on Design Layout.'''<br />
<br />
:Concrete and masonry protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711. <br />
<br />
'''(A4b1.4) Use note when specified on Design Layout. '''<br />
<br />
:Sacrificial graffiti protective coating shall be applied on all exposed concrete and stone areas in accordance with Sec 711.<br />
<br />
=== A5. Miscellaneous ===<br />
<br />
In "'''General Notes:'''" section of plans, place the following notes under the heading "'''Miscellaneous:'''".<br />
<br />
'''(A5.1) Use the following note on all structures that contains non-redundant Fracture Critical Members (FCM).'''<br />
<br />
:This structure contains non-redundant Fracture Critical Members (FCM). FCM requirements shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''(A5.3) Use the following note on all jobs with high strength bolts.'''<br />
:High strength bolts, nuts and washers will be sampled for quality assurance as specified in Sec 106.<br />
<br />
'''(A5.4) Use the following note for structures having detached wing walls at end bents.'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the <u>Lt.</u> <u>Rt.</u> <u>both</u> detached wing wall<u>s</u> at End Bents No. <u> &nbsp; &nbsp; </u>&nbsp; <u>and</u> <u>No. &nbsp; &nbsp; </u>&nbsp;including the Class <u> &nbsp; </u>&nbsp;Excavation, <u>&nbsp; &nbsp; Pile</u>, [[#A5-notes|(1)]], Class <u>B</u> <u>B-1</u> Concrete (Substr.) [[#A5-notes|(2)]] and Reinforcing Steel (Bridges), will be considered completely covered by the contract unit price for these items.<br />
<br />
::{| style="margin: 1em auto 1em auto" align="left"<br />
|-<br />
|(1)||List all items used for the detached wing walls.<br />
|-<br />
|valign="top"|(2)|| For continuous concrete slab bridges, the detached wing walls could be either Class B or Class B-1. (For slab bridges with Class B spread footings, the detached wing walls might as well be Class B, otherwise, Class B-1 may be used.) Check with Project Manager.<br />
|}<br />
<br />
<div id="(A5.6)"></div><br />
<br />
'''(A5.6) <font color="purple">[MS Cell]</font color="purple"> Use the following note on all Concrete Superstructures where Precast Panels are used.'''<br />
:MoDOT Construction personnel will indicate the type of joint filler option used under the precast panels for this structure:<br />
:: □ Constant Joint Filler<br />
:: □ Variable Joint Filler<br />
<br />
== B. Estimated Quantities Notes ==<br />
<br />
<br />
=== B1. General ===<br />
<br />
<br />
==== B1a. Concrete ====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.1) (Use on steel structures only.)'''<br />
:All concrete above the lower construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.2) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Integral End Bents, notes B1.3, B1.4, and B1.5 (When bridge slab quantity using note B3.21 table, slab bid per sq. yd.) '''<br />
<br />
'''(B1.3) (Use on steel structures only.)'''<br />
:All concrete between the upper and lower construction joints in the end bents <u>(except detached wing walls) </u> is included in the Estimated Quantities for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.4) (Use on concrete structures only.)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> <u>and all reinforcement in cast-in-place pile at end bents</u> is included in the Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> <u>Concrete Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Intermediate Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.1)'''<br />
:All reinforcement in the intermediate bent concrete diaphragms except reinforcement embedded in the beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.2)'''<br />
:All concrete above the intermediate beam cap is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u></u>.<br />
<br />
<br />
'''Non-Integral End Bents with Concrete Diaphragms'''<br />
<br />
'''(B1.5.3)'''<br />
:All reinforcement in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(B1.5.4)'''<br />
:All concrete in the concrete diaphragm at the end bents is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>.<br />
<br />
<br />
'''Semi-Deep Abutments'''<br />
<br />
'''(B1.6)'''<br />
:All concrete and reinforcing steel below top of slab and above construction joint in Semi-Deep Abutments is included in the Estimated Quantities for Slab on Semi-Deep Abutment.<br />
<br />
<div id="(B1.7)"></div><br />
'''End Bents with Expansion Device'''<br />
<br />
'''(B1.7)'''<br />
:Concrete above the upper construction joint in backwall at End Bent<u>s</u> No. <u> &nbsp; </u> &nbsp;is included with Class B-2 Concrete (Slab on <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>) Quantities.<br />
<br />
<br />
'''Sidewalk'''<br />
<br />
'''(B1.8)''' <br />
:All concrete and reinforcing steel in sidewalk will be considered completely covered by the contract unit price for Sidewalk (Bridges).<br />
<br />
<br />
'''Continuous Concrete Slab Bridge (Notes B1.9.1 thru B1.9.6)'''<br />
<br />
'''End Bents'''<br />
<br />
'''(B1.9.1)'''<br />
:All concrete above the construction joint in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
'''(B1.9.2)'''<br />
:All reinforcement in the end bents <u>(except detached wing walls)</u> is included with the Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Column Bents integral with slab'''<br />
<br />
'''(B1.9.3)'''<br />
:All concrete above construction joint between slab and columns in the intermediate bents is included with Superstructure Quantities.<br />
<br />
'''(B1.9.4)'''<br />
:All reinforcement in the intermediate bent columns is included with Superstructure Quantities.<br />
<br />
<br />
'''Intermediate Pile Cap Bents integral with slab'''<br />
<br />
'''(B1.9.5)'''<br />
:All concrete in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
'''(B1.9.6)'''<br />
:All reinforcement in the intermediate bent cap<u>s</u> is included with Superstructure Quantities.<br />
<br />
<div id="(B1.9.7) Use"></div><br />
<br />
==== B1b. Excavation, Sway Bracing====<br />
<br />
<br />
'''Integral End Bents (When bridge slab quantity using note B3.1 table only)'''<br />
<br />
'''(B1.10) Use when total estimated excavation is less than 10 cubic yards (No "excavation" item in the Estimated Quantities).'''<br />
:Cost of any required excavation for bridge will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
'''Retaining Walls'''<br />
<br />
'''(B1.11)'''<br />
:No Class 1 Excavation will be paid for above lower limits of roadway excavation.<br />
<br />
<br />
'''Concrete Structures Having Sway Bracing on Load Bearing Piles'''<br />
<br />
'''(B1.12)'''<br />
:The cost of furnishing and installing steel sway bracing on piles at the intermediate bent<u>s</u> will be considered completely covered by the contract unit price for Fabricated Structural Carbon Steel (Misc.).<br />
<br />
<br />
'''Note to Detailer:'''<br/>For structures having steel sway bracing on piles, the weight of the bracing shall be shown under the substructure quantities.<br />
<br />
'''(B1.13)'''<br />
:Cost of cleaning and coating of bracing at intermediate bents will be considered completely covered by the contract unit price for other items.<br />
<br />
<br />
=== B2. Welded Wire Fabric ===<br />
<br />
<br />
'''Structures with Welded Wire Fabric'''<br />
<br />
'''(B2.4)'''<br />
:Weight of <u>6</u> x <u>6</u> - <u>W2.1</u> x <u>W2.1</u> welded wire fabric is included in Estimated Weight of Reinforcing Steel. (*)<br />
<br />
<br />
<br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="4"|WELDED WIRE FABRIC WEIGHT<br />
|-<br />
!STYLE||SPACE||SIZE||LBS./100 SQ, FT.<br />
|-<br />
|6 x 6 - W2.1 x W2.1||6"||8 ga.||30<br />
|-<br />
|4 x 4 - W4 x W4||4"||4 ga.||85<br />
|}<br />
<br />
See CRSI Manual for other sizes.<br />
<br />
Table should not be shown on plans<br />
<br />
<br />
(*) Modify for type actually used. Show type on details where the fabric is shown.<br />
<br />
"W" denotes plain wire; the number following indicates cross sectional area in hundredths of a square inch. Deformed wire is denoted by the letter "D".<br />
<br />
=== B3. Estimated Quantities Tables ===<br />
<br />
<br />
==== B3a. Bridges ====<br />
<br />
'''(B3.1) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!rowspan="3" | &nbsp;||colspan="5" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Substr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Superstr.<br />
|width="60pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" |[[Image:751.50 circled 1.gif]] <math>\, \big\{</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right"|<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Type D Barrier <br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="right" rowspan="2"|[[Image:751.50 circled 2.gif]] <math>\, \Bigg\{</math><br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|}<br />
<br />
<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 1.gif]]||The following note shall be placed under the estimated quantities box when steel piles are used in Seismic Categories B, C & D.<br />
|}<br />
<div id="(B3.2)"></div><br />
'''(B3.2)'''<br />
:Cost of L4x4 ASTM A709 Grade 36 HP pile anchors and 3/4-inch diameter ASTM F3125 Grade A325 Type 1 bolts, complete in place, will be considered completely covered by the contract unit price for Galvanized Structural Steel Piles (<u>12 in.</u> <u>14 in.</u>).<br />
<br />
{|<br />
|valign="top"|[[Image:751.50 circled 2.gif]]||In special cases, entries are made to the quantities table by Construction personnel after plans are completed. When notes are placed too close to the bottom of this table, additional quantities cannot be entered efficiently. The request has been made that space be left for at least four (4) additional entries to the table before notes are placed on the plans.<br />
|}<br />
<br />
<br />
'''Place an <math>\, **</math> next to the transverse diamond grooving in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
'''(B3.7)'''<br />
:<math>\, **</math> MoDOT will allow, at the contractor's discretion, longitudinal or transverse diamond grooving of the surface of the concrete bridge deck.<br />
<br />
'''(B3.8) Place a * next to supplementary wearing surface material in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''*''' Supplementary wearing surface material will be paid for at the fixed unit price in accordance with Sec 109.<br />
<br />
'''(B3.9) Use for jobs with restrictive timelines including weekend only work. See Structural Project Manager or Structural Liaison Engineer. Place a ** next to total surface hydro demolition in the quantity box and add the following note under the estimated quantities box.'''<br />
<br />
:<font color = "white">(</font color = "white">'''**''' The minimum allowable water usage shall be 55 gallons per minute.<br />
<br />
==== B3b. Box Culverts====<br />
<br />
Estimated Quantities Table for Box Culverts<br />
<br />
The quantities table on box culvert plans should show an extra column to the right in the table that is labeled "Final Quantities". Estimated quantities should be inserted to the left of this column in the usual manner by the detailer as shown in the example below.<br />
<br />
The four extra spaces at the bottom of the table are not required as specified before.<br />
<br />
'''(B3.11) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="1" style="text-align:center; border:3px solid black" cellpadding="5" cellspacing="0"<br />
|-<br />
!width="300" colspan=2 |Estimated Quantities||width="100"|Final Quantities<br />
|-<br />
| align="left"| Class 4 Excavation||cu. yard||<br />
|-<br />
|align="left"|Class B-1 Concrete<br/>(Culverts-Bridge)'''*'''||cu. yard||<br />
|-<br />
|align="left"|Reinforcing Steel (Culverts- <br/> Bridge)'''*'''||pound||<br />
|}<br />
<br />
<math>\, *</math> Note to Detailer:<br />
:If distance from stream face of exterior wall to exterior wall is <math>\ge</math> 20' then should use (Culverts-Bridge) but if <math><</math> 20' should use (Culverts).<br />
<br />
==== B3c. Slabs on Steel, Concrete and Semi-Deep Abutment, and Reinforced Concrete Wearing Surfaces ====<br />
<br />
The following table is to be placed on the design plans under the table of estimated quantities.<br />
<br />
Use separate tables for multiple types of slabs on a structure. <br />
<div id="(B3.21)"></div><br />
'''(B3.21) <font color="purple">[MS Cell]</font color="purple"> Table of Slab Quantities'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities for<br/><u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u><br />
|-<br />
!colspan="2" width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Total<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class B-2 Concrete<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"|Reinforcing Steel (Epoxy Coated)<br />
|align="right" style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
Fill in the blank above and in note below with "'''Slab on Steel'''", "'''Slab on Concrete I-Girder'''", "'''Slab on Concrete Bulb-Tee Girder'''", "'''Slab on Concrete NU-Girder'''", "'''Slab on Semi-Deep Abutment'''", '''"Slab on Concrete Beam"''', '''"Slab on Concrete Adjacent Beam"''' or "'''Reinforced Concrete Wearing Surface'''". If transparent forms are required add “'''(with Transparent Forms)'''” to the end of the pay item.<br />
<br />
"'''Slab on Concrete Adjacent Beam'''" shall be used with double-tee girders and when specified on the Design Layout for solid slab beams, adjacent voided slab beams and adjacent box beams.<br />
<br />
Concrete shall be estimated to the nearest cubic yard instead of 0.1 cubic yard due to variances and assumptions used in this estimate. Reinforcing steel shall be estimated to the nearest 10 pounds.<br />
<br />
'''(B3.22) '''<br />
:The table of Estimated Quantities for <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp; represents the quantities used by the State in preparing the cost estimate for concrete slabs. The area of the concrete slab will be measured to the nearest square yard longitudinally from end of slab to end of slab and transversely from out to out of bridge slab (or with the horizontal dimensions as shown on the plan of slab). Payment for <u>prestressed panels,</u> <u>stay-in-place corrugated steel forms,</u> <u>transparent forms</u>, conventional forms, all concrete and epoxy coated reinforcing steel will be considered completely covered by the contract unit price for the slab. Variations may be encountered in the estimated quantities but the variations cannot be used for an adjustment in the contract unit price.<br />
<br />
'''(B3.23)'''<br />
:Method of forming the slab<u>s</u> shall be as shown on the plans and in accordance with Sec 703. All hardware for forming the slab to be left in place as a permanent part of the structure shall be coated in accordance with ASTM A123 or ASTM B633 with a thickness class SC 4 and a finish type I, II or III.<br />
<br />
'''(B3.24) Use note for optional forming. Conventional forms shall not be listed as an alternate when transparent forms are used.'''<br />
:Slab shall be cast-in-place with <u>transparent forms</u> <u>conventional forms or stay-in-place corrugated steel forms</u>. Precast prestressed panels will not be permitted.<br />
<br />
'''(B3.25) Use note when vibratory screeds are allowed for deck finishing. For guidance for allowing a vibratory screed, see [[751.10 General Superstructure#751.10.1.15 Deck Concrete Finishing|EPG 751.10.1.15 Deck Concrete Finishing]].'''<br />
<br />
:Bridge deck surface may be finished with a vibratory screed.<br />
<br />
'''Stay-In-Place Corrugated Steel Forms:'''<br />
<br />
'''(B3.30)'''<br />
:Corrugated steel forms, supports, closure elements and accessories shall be in accordance with grade requirement and coating designation G165 of ASTM A653. Complete shop drawings of the permanent steel deck forms shall be required in accordance with Sec 1080. <br />
<br />
'''(B3.31)'''<br />
:Corrugations of stay-in-place forms shall be filled with an expanded polystyrene material. The polystyrene material shall be placed in the forms with an adhesive in accordance with the manufacturer's recommendations.<br />
<br />
'''(B3.32)'''<br />
:Form sheets shall not rest directly on the top of <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges. Sheets shall be securely fastened to form supports with a minimum bearing length of one inch on each end. Form supports shall be placed in direct contact with the flange. Welding on or drilling holes in the <u>girder</u> <u>beam</u> <u>or floorbeam</u> flanges will not be permitted. All steel fabrication and construction shall be in accordance with Sec 1080 and 712. Certified field welders will not be required for welding of the form supports.<br />
<div id="(B3.33) Use"></div><br />
<br />
'''(B3.33) Use “4 psf” for form spans up to 10 feet beyond which a greater dead loading for form spans may need to be considered and used. '''<br />
:The design of stay-in-place corrugated steel forms is per manufacturer which shall be in accordance with Sec 703 for false work and forms. Maximum actual weight of corrugated steel forms allowed shall be 4 psf assumed for <u>girder</u> <u>beam</u> loading.<br />
<div id="(B3.34) Use this temporary note"></div><br />
'''(B3.34) Use this temporary note until further notice when more is learned about what contractor’s methods are proposed and approved by the engineer.'''<br />
:The contractor shall provide a method of preventing the direct contact of the stay-in-place forms and connection components with uncoated weathering steel members that is approved by the engineer.<br />
<br />
'''Stay-In-Place Transparent Forms:'''<br />
<br />
'''(B3.36)''' <br />
:See special provisions for transparent form requirements.<br />
<br />
'''(B3.37)'''<br />
:Maximum actual weight of transparent forms allowed shall be 5 psf assumed for girder beam loading.<br />
<br />
'''Precast Prestressed Panels:'''<br />
<br />
'''(B3.40) Use for skewed structures.'''<br />
:The Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u> are based on skewed precast prestressed end panels.<br />
<br />
'''(B3.41) Use for concrete structures.'''<br />
:Class B-2 Concrete quantity is based on minimum top flange thickness and minimum joint material thickness.<br />
<br />
'''(B3.42)'''<br />
:The prestressed panel quantities are not included in the table of Estimated Quantities for Slab on <u>Steel</u> <u>Concrete I-Girder</u> <u>Concrete Bulb-Tee Girder</u> <u>Concrete NU-Girder</u> <u>Concrete Beam</u>.<br />
<br />
==== B3d. Asphalt Wearing Surfaces ====<br />
<br />
'''(B3.50) <font color="purple">[MS Cell]</font color="purple"> Place following table and note near the Estimated Quantities table on the design plans for optional asphaltic concrete wearing surface as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface and binder type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Asphaltic<br/>Concrete Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br/>with Asphalt Binder Type<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 76-22<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BLP Mix with PG 76-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|SP125BSM Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<math>\,*</math><br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|SP125CLP Mix with PG 70-22<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|&nbsp;<br />
|align="left" colspan="3"|MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
|}<br />
<br />
{|<br />
|valign="top"|<math>\, *</math><br />
|'''Guidance for Detailing:''' The "SP" designates a superpave mixture; the "125" indicates the nominal mixture aggregate size is 12.5 mm, "B" or "C" indicates the design level, the "SM" indicates Stone Mastic Asphalt, and the "LP" indicates the mixture contains limestone/porphyry. See the Bridge Memorandum for the type of Superpave mixture required.<br />
|-<br />
|&nbsp;<br />
|See the Bridge Memorandum for the asphalt binder required.<br />
|}<br />
<br />
<br />
'''Place next three notes under the Estimated Quantities table if B3.50 is not required, otherwise place under B3.50.'''<br />
<br />
'''(B3.53) The first sentence is not required if B3.50 is not required.'''<br />
:<u>The contractor shall select one of the optional asphaltic concrete wearing surfaces listed in the table.</u> The mixture shall be in accordance with Sec 403 and produced in accordance with Sec 404.<br />
<br />
'''(B3.54)'''<br />
:The area of the asphaltic concrete wearing surface will be measured and computed to the nearest square yard. This area will be measured transversely from out to out of wearing surface and longitudinally from end of slab to end of slab.<br />
<br />
'''(B3.56)'''<br />
:Payment for Optional Asphaltic Concrete Wearing Surface will be considered completely covered by the contract unit price per square yard.<br />
<br />
'''(B3.60) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the Estimated Quantities table on the design plans for optional ultrathin bonded asphalt wearing surfaces as specified on the Bridge Memorandum. The table is not required if there are no wearing surface options, instead show the wearing surface type in the details.'''<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
|rowspan="2"|&nbsp;<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Ultrathin Bonded Asphalt Wearing Surface<br />
|width="175pt"|&nbsp;<br />
|-<br />
!width="225pt" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|Mix Used<br/>(√)<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type A<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Type B<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|-<br />
|<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|Type C<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black" width="75pt"|&nbsp;<br />
|}<br />
<br />
:MoDOT construction personnel shall complete column labeled "Mix Used (√)".<br />
:The contractor shall select one of the optional ultrathin bonded asphalt wearing surfaces listed in the table.<br />
<br />
== C. Reinforcing Steel Notes ==<br />
<br />
<br />
=== C1. Bill of Reinforcing Steel ===<br />
<br />
Place the following notes below or near the "'''Bill of Reinforcing Steel'''" when appropriate.<br />
<br />
'''(C1.1) Same marks used for unlike bars on different units.'''<br />
:Bars in the above units are to be billed and tagged separately.<br />
<br />
'''(C1.2) Incomplete bill (Or bill for different units placed on different sheets).'''<br />
:See Sheet No. <u> &nbsp; &nbsp; </u> &nbsp; for bill of reinforcing steel for <u> &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
<br />
'''Notes for Bill of Reinforcing Steel (BILL) Bridge Standard Drawings'''<br />
<br />
'''(C1.3)'''<br />
:All dimensions are out to out.<br />
<br />
'''(C1.4)'''<br />
:Shapes ending with an S shall be bent in accordance with stirrup pin bend shapes.<br />
<br />
'''(C1.5)'''<br />
:Unless otherwise noted, finished bending diameter D is the same for all bends of a shape.<br />
<br />
'''(C1.6)'''<br />
:Four angle or channel spacers are required for each column spiral. Spacers are to be placed on inside of spirals. Length and weight of column spirals do not include splices or spacers.<br />
<br />
'''(C1.7)'''<br />
:Nominal lengths are based on out to out dimensions shown in bending diagrams and are listed to the nearest inch for fabricators use. Actual lengths are measured along centerline bar to the nearest inch. Weights are based on actual lengths.<br />
<br />
'''(C1.8)'''<br />
:V = Sets of varied bars and number of bars in each length. Bar dimensions vary in equal increments between dimensions shown on this line and the following line and the actual length dimension shown on this line and the following line vary by the specified increment.<br />
<br />
'''(C1.9) Use ASTM A706 for new bridges in seismic categories B, C & D. Use ASTM A615 for all other structures and rehabs.'''<br />
:Reinforcing steel (ASTM <u>A615</u> <u>A706</u> Grade 60) fy = 60,000 psi<br />
<br />
'''(C1.20) Use with galvanized reinforcement. Place below Reinforcing Steel Totals table on bill of reinforcing steel sheet in plans.'''<br />
:Products used to repair damaged zinc coating shall not contain aluminum.<br />
<br />
=== C2. Prestressed Girders, Beams & Panels ===<br />
<br />
'''C2a. Notes for Girders, Beams and Panels'''<br />
<br />
Place the C2a notes below or near the table "'''Bill of Reinforcing Steel - Each <u>Girder</u> <u>Beam</u>'''" or under the heading "'''Reinforcing Steel'''" when appropriate. <br />
<br />
'''(C2a.1) Use underlined portion when bending diagrams are detailed as such.'''<br />
:All dimensions are out to out. <u>Use symmetry for dimensions not shown.</u> <br />
<br />
'''(C2a.2) '''<br />
:Hooks and bends shall be in accordance with the CRSI Manual of Standard Practice for Detailing Reinforced Concrete Structures, Stirrup and Tie Dimensions. <br />
<br />
'''C2b. Additional Notes for Prestressed Girders and Beams '''<br />
<br />
Place the C2b notes below the C2a notes. <br />
<br />
'''(C2b.1) Use for all girders and beams except double-tee girders. Underlined part only required for WWR reinforced NU-girders, box beams and voided slab beams. '''<br />
:Minimum clearance to reinforcing shall be 1" <u>unless otherwise shown</u>. <br />
<br />
'''(C2b.2) Use only for double-tee girders. Add <u>and U2 bar</u> for skewed structures only. '''<br />
:Minimum clearance to reinforcing shall be 1", except for 4 x 4 - W4 x W4 <u>and U2 bar</u>. <br />
<br />
'''(C2b.3)''' <br />
:Actual bar lengths are measured along centerline of bar to the nearest inch. <br />
<br />
'''(C2b.10) Add <u>bar</u> for NU-girders and Double T. '''<br />
:All <u>bar</u> reinforcement shall be ASTM A615 or A706 Grade 60. <br />
<br />
'''(C2b.20) Use only for I-girders, bulb-tee girders and alternate bar reinforced NU-girders. '''<br />
:The two D1 bars may be furnished as one bar at the fabricator's option. <br />
<br />
'''(C2b.30) Use for all girders except WWR reinforced NU-girders and double-tee girders. Add <u>and C1</u> for bulb-tee girders only. Most likely will need to add more bars if girder steps exist. '''<br />
<br />
:All B1 <u>and C1</u> bars shall be epoxy coated. <br />
<br />
'''(C2b.31) Use only for WWR reinforced NU-girders'''<br />
:WWR shall not be epoxy coated. <br />
<br />
'''(C2b.32) Use only for double-tee girders. '''<br />
:All S and U reinforcing bars shall be epoxy coated. <br />
<br />
'''(C2b.33) Use only for spread and adjacent beams.'''<br />
:All S2 bars shall be epoxy coated.<br />
<br />
'''C2c. Additional Notes for Prestressed Panels '''<br />
<br />
Place the C2c notes below the C2a notes. <br />
<br />
'''(C2c.1) '''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown. <br />
<br />
'''(C2c.2) '''<br />
:If U1 bars interfere with placement of slab steel, U1 loops may be bent over, as necessary, to clear slab steel. <br />
<br />
'''(C2c.3) '''<br />
:Deformed welded wire reinforcement (WWR) providing a minimum area of reinforcing perpendicular to strands of 0.22 sq in./ft, with spacing parallel to strands sufficient to ensure proper handling, may be used in lieu of the #3-P2 bars shown. Wire diameter shall not be larger than 0.375 inch. The above alternative reinforcement criteria may be used in lieu of the #3-P3 bars, when required, and placed over a width not less than 2 feet. <br />
<br />
'''(C2c.4) '''<br />
:The following reinforcing steel shall be tied securely to the strands with the following maximum spacing in each direction: <br />
:: #3-P2 bars at 16 inches. <br />
::WWR at 24 inches. <br />
<br />
'''(C2c.5) '''<br />
:The #3-U1 bars shall be tied securely to #3-P2 bars, to WWR or to strands (when placed between P1 bars) at about 3-foot centers. <br />
<br />
'''(C2c.6) '''<br />
:Minimum reinforcement steel length shall be 2'-0".<br />
<br />
== D. Temporary Bridge (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== D1. General ===<br />
<br />
Place the following notes on the front sheet.<br />
<br />
'''(D1.1) Place in General Notes on the front sheet under the heading “Timber:”. '''<br />
:All timber shall be standard rough sawn. At the contractor's option, timber may be untreated or protected with commercially applied timber preservatives. All timber shall have a minimum strength of 1500 psi and shall be either douglas fir in accordance with paragraph 123B (MC-19), 124B (MC-19) and 130BB of the current edition of Standard Grading Rules for West Coast Lumber, southern pine in accordance with paragraphs 312 (MC-19), 342 (MC-19) and 405.1 of the current edition of Southern Pine Inspection Bureau Grading Rules, or a satisfactory grade of sound native oak.<br />
<br />
'''(D1.2) Use for bolts and studs: '''<br />
<br />
:(D1.2a) All bolts shall be ASTM F3125 Grade A325 Type <u>3,</u> except as noted. <br />
<br />
:(D1.2b) All ASTM A307 bolts and their accompanying hex nuts and washers and all ASTM A449 Type 1 studs and their accompanying heavy hex nuts shall be galvanized in accordance with ASTM F2329.<br />
<br />
'''(D1.3) Place in General Notes on the front sheet under the heading “Miscellaneous:”. '''<br />
:The superstructure <u>only</u> <u>and cap beam units</u> will be provided by the State and shall be transported from <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;Maintenance Lot. The superstructure shall be returned and stored at the same location as designated by the engineer after Bridge No. <u> &nbsp; &nbsp; &nbsp; &nbsp; </u> &nbsp;is open to traffic.<br />
<br />
'''(D1.4) Place in General Notes on the front sheet under the heading “Structural Steel:”. '''<br />
:All structural steel shall be ASTM A709 Grade 50W except piles, sway bracing, thrie beam rail assembly and structural tubing. Structural tubing coating shall be in accordance with Sec 718.<br />
<br />
'''(D1.5) Place in General Notes on the front sheet under the heading “Substructure:”. '''<br />
:All substructure items specified in Sec 718.3.1 except for the <u>pile point reinforcement and</u> sway bracing will be considered completely covered by the contract unit price for Structural Steel Piles (14 in.). <br />
<br />
'''(D1.11) Place with shim plate details on the bent sheet.'''<br />
:Shim plates may be used between pile and channel at the end bents or angle at the intermediate bents. Shim plates may vary in thickness from 1/16 inch to thickness required.<br />
<br />
'''(D1.21) Place near half section of bridge flooring on the superstructure sheet.'''<br />
:Steel bridge flooring shall be Foster 5-Inch RB 8.2M open steel bridge flooring or equivalent. Trim bars shall be required at the sides and ends of each 39'-10 1/2" unit. <br />
<br />
'''(D1.22) ''' <br />
:Note: Field connections shall be made with 7/8"ø ASTM F3125 Grade A325 Type 3 bolts and 1 1/16"ø holes, except as noted. <br />
<br />
'''(D1.23) Place near details of U-bolts lifting device on the superstructure sheet.'''<br />
:U-bolts lifting device shall be on the inside top flange at both ends of each exterior beam of each unit. U-bolts shall be removed during the time the bridge is open to traffic. Position of the U-bolts may be shifted slightly to miss the bars in the flooring.<br />
<br />
== E. General Elevation and Plan Notes ==<br />
<br />
<br />
=== E1. Excavation and Fill ===<br />
<br />
'''(E1.1) Use when specified on the Design Layout.''' <br />
:Existing roadway fill under the ends of the bridge shall be removed as shown. Removal of existing roadway fill will be considered completely covered by the contract unit price for roadway excavation.<br />
<br />
'''Use one of the following two notes where MSE walls support abutment fill.'''<br />
<br />
'''(E1.2a) <font color="purple">[MS Cell]</font color="purple"> Use when pipe pile spacers are shown on plan details and bridge is 200 feet long or shorter. Add “See special provisions” to the pipe pile spacer callout and add table near the callout.'''<br />
<br />
See special provisions.<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!style="background:#BEBEBE" width="200"| Pile Encasement !!style="background:#BEBEBE"|Option Used<br/>(√)<br />
|-<br />
|Pipe Pile Spacer ||<br />
|-<br />
|Pile Jacket ||<br />
|}<br />
</center><br />
<br />
MoDOT Construction personnel will indicate the pile encasement used.<br />
<br />
'''(E1.2b) Use note when pipe pile spacers are shown on plan details for HP12, HP14, CIP 14” and CIP 16” piles and bridge is longer than 200 feet. For larger CIP pile size modify following note and use minimum 6” larger pipe pile spacer diameter than CIP pile.'''<br />
<br />
The pipe pile spacers shall have an inside diameter equal to <u>24</u> inches.<br />
<br />
'''(E1.4) Use for fill at pile cap end bents. Use the first underlined portion when MSE walls are present. Use <u>approach</u> for semi-deep abutments.'''<br />
:Roadway fill<u>, exclusive of Select Granular Backfill for Structural Systems,</u> shall be completed to the final roadway section and up to the elevation of the bottom of the concrete <u>approach</u> beam within the limits of the structure and for not less than 25 feet in back of the fill face of the end bents before any piles are driven for any bents falling within the embankment section.<br />
<br />
=== E2. Foundation Data Table ===<br />
<br />
<br />
The following table is to be placed on the design plans and filled out as indicated.<br />
<br />
'''(E2.1) <font color="purple">[MS Cell] (E2.1)</font color="purple"> (Example: Use the underlined parts in the bent headings for bridges having detached wing walls at end bents only.) '''<br />
<br />
<center><br />
{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="8" style="background:#BEBEBE"| Foundation Data<sup>1</sup><br />
|-<br />
!rowspan="2" style="background:#BEBEBE"|Type!!rowspan="2" style="background:#BEBEBE" colspan="2"|Design Data!!colspan="5" style="background:#BEBEBE"| Bent Number<br />
|-<br />
!style="background:#BEBEBE"|1 <u>(Detached<br/>Wing Walls<br/>Only)</u> !!style="background:#BEBEBE"|1 <u>(Except<br/>Detached<br/>Wing Walls)</u> !!style="background:#BEBEBE"|2 !!style="background:#BEBEBE"| 3 !!style="background:#BEBEBE"|4 <br />
|-<br />
|rowspan="11"|'''Load<br/>Bearing<br/>Pile'''|| colspan="2" align="left" width="300"|CECIP/OECIP/HP Pile Type and Size||CECIP 14"||CECIP 14"||CECIP 16"|| OECIP 24"||HP 12x53<br />
|-<br />
|colspan="2" align="left" width="300"|Number [[image:751.50 ea.jpg|34px|right]]||6||8||15||12||6<br />
|-<br />
|colspan="2" align="left" width="300"|Approximate Length Per Each [[image:751.50 ft.jpg|20px|right]]||50||50||60||40||53<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Point Reinforcement[[image:751.50 ea.jpg|34px|right]]||All||All|| - ||All||All<br />
|-<br />
|colspan="2" align="left" width="300"|Min. Galvanized Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||303||295<sup>'''4'''</sup>||273||Full Length||300<br />
|-<br />
|colspan="2" align="left" width="300"|Est. Max. Scour Depth 100<sup>'''2'''</sup> (Elev.) [[image:751.50 ft.jpg|20px|right]]|| - || - ||285 || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Minimum Tip Penetration (Elev.) [[image:751.50 ft.jpg|20px|right]]||285||303||270|| - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Criteria for Min. Tip Penetration ||Min. Embed.||Min. Embed.|| Scour || - || -<br />
|-<br />
|colspan="2" align="left" width="300"|Pile Driving Verification Method || DT ||DT ||DT||DT||DF<br />
|-<br />
|colspan="2" align="left" width="300"|Resistance Factor||0.65|| 0.65|| 0.65|| 0.65|| 0.4<br />
|-<br />
|colspan="2" align="left" width="300"|<u>Design Bearing</u><sup>'''3'''</sup> <u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u> [[image:751.50 kip.jpg|27px|right]]||175||200||300||600||250<br />
|-<br />
|rowspan="2"|'''Spread<br/>Footing||colspan="2" align="left"|Foundation Material || - || - ||Weak Rock||Rock|| -<br />
|-<br />
|colspan="2" align="left"|<u>Design Bearing</u> <u>Minimum Nominal</u><br/><u>Bearing Resistance</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||10.2||22.6|| -<br />
|-<br />
|rowspan="8"|'''Rock<br/>Socket'''||colspan="2" align="left"|Number [[image:751.50 ea.jpg|34px|right]]|| - || - || 2 ||3|| -<br />
|-<br />
|rowspan="3" width="35"|[[image:751.50 Layer 1.jpg|center|24px]]||align="left" width="265"|Foundation Material|| - || - || Rock||Rock|| -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||410-403||410-398|| - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||20.0||20.0|| -<br />
|-<br />
|rowspan="3"|[[image:751.50 Layer 2.jpg|center|21px]]|| align="left" |Foundation Material|| - || - ||Weak Rock|| - || -<br />
|-<br />
| align="left"|Elevation Range [[image:751.50 ft.jpg|20px|right]]|| - || - ||403-385|| - || - <br />
|-<br />
| align="left"|<u>Design Side Friction</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Side Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||9.0|| - || -<br />
|-<br />
|colspan="2" align="left"|<u>Design End Bearing</u><br/><u>Minimum Nominal Axial</u><br/><u>Compressive Resistance</u><br/><u>(Tip Resistance)</u> [[image:751.50 ksf.jpg|30px|right]]|| - || - ||12||216|| -<br />
|-<br />
|colspan="8" align="left"|'''1''' Show only required CECIP/OECIP/HP pile data for specific project.<br />
|-<br />
|colspan="8" align="left"|'''2''' Show maximum of total scour depths estimated for multiple return periods in years from Preliminary design which should be given on the Design Layout. Show the controlling return period (e.g. 100, 200, 500). If return periods are different for different bents, add a new line.<br />
|-<br />
|colspan="8" align="left"|'''3''' For LFD: For bridges in Seismic Performance Categories B, C and D, the design bearing values for load bearing piles given in the table should be the larger of the following two values: <br/> &nbsp; 1. Design bearing value for AASHTO group loads I thru VI. <br/> &nbsp; 2. Design bearing for seismic loads / 2.0 <br />
|-<br />
|colspan="8" align="left"|'''4''' It is possible that min. tip penetration (elev.) can be higher than min. galvanized penetration (elev.).<br />
|}<br />
<br />
{|border="2" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
| align="left"|'''Additional notes:'''<br/> On the plans, report the following definition(s) just below the foundation data table for the specific method(s) used:<br/><br />
DT = Dynamic Testing<br/><br />
DF = FHWA-modified Gates Dynamic Pile Formula<br/><br />
WEAP = Wave Equation Analysis of Piles<br/><br />
SLT = Static Load Test<br/><br/>On the plans, report the following definition(s) just below the foundation data table for CIP Pile:<br/>CECIP = Closed Ended Cast-In-Place concrete pile<br/>OECIP = Open Ended Cast-In-Place concrete pile<br/><br/>On the plans, report the following equation(s) just below the foundation data table for the specific foundation(s) used:<br/>'''Rock Socket (Drilled Shafts):'''<br/>Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance) = Maximum Factored Loads/Resistance Factors<br/>'''Spread Footings:'''<br/>Minimum Nominal Bearing Resistance = Maximum Factored Loads/Resistance Factor <br/>'''Load Bearing Pile:'''<br/>Minimum Nominal Axial Compressive Resistance = Maximum Factored Loads/Resistance Factor <br />
|}<br />
<br />
<br />
</center><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="700px" align="center" <br />
|-<br />
|colspan="3" align="left"|<b>Guidance for Using the Foundation Data Table:</b><br />
|-<br />
|rowspan="18"| || rowspan="4"|Pile Driving Verification Method ||width="350px"|DF = FHWA-Modified Gates Dynamic Pile Formula <br />
|-<br />
|DT = Dynamic Testing <br />
|-<br />
|WEAP = Wave Equation Analysis of Piles<br />
|-<br />
|SLT = Static Load Test<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|rowspan="7"|Criteria for Minimum Tip Penetration ||Scour<br />
|-<br />
|Tension or uplift resistance<br />
|-<br />
|Lateral stability<br />
|-<br />
|Penetration anticipated soft geotechnical layers<br />
|-<br />
|Minimize post construction settlement<br />
|-<br />
|Minimum embedment into natural ground<br />
|-<br />
|Other Reason<br />
|-<br />
|colspan="7" style="background:#BEBEBE"|<br />
|-<br />
|colspan="7"|'''Elevation reporting accuracy: Report to nearest foot for min. tip penetration, pile cleanout penetration, max. galvanized depth and est. max. scour depth. (Any more accuracy is acceptable but not warranted.)'''<br />
|-<br />
|colspan="3"|'''For LFD Design'''<br />
|-<br />
|colspan="3"|Use "Design Bearing" for load bearing pile and spread footing and use "Design Side Friction + Design End Bearing" for rock socket (drilled shaft).<br />
|-<br />
|colspan="3"|'''For LRFD Design'''<br />
|-<br />
|colspan="3"|Use "Minimum Nominal Axial Compressive Resistance" for load bearing pile, "Minimum Nominal Bearing Resistance" for spread footing and "Minimum Nominal Axial Compressive Resistance (Side Resistance + Tip Resistance)" for rock socket (drilled shaft).<br />
|}<br />
<br />
'''Shallow Footings '''<br />
<br />
'''(E2.10) (Use when shallow footings are specified on the Design Layout.)'''<br />
<br />
:In no case shall footings of Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> be placed higher than elevations shown <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''Driven Piles'''<br />
<br />
'''(E2.20) (Use when prebore is required and the natural ground line is not erratic.)'''<br />
:Prebore for piles at Bent(s) No.<u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u> to elevation(s) <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>, respectively.<br />
<br />
'''(E2.21) (Use when prebore is required and the natural ground line is erratic.)'''<br />
:Prebore to natural ground line.<br />
<div id="(E2.22) (Use the following note"></div><br />
<br />
'''(E2.22) (Use when estimated maximum scour depth (elevation) for CIP piles is required.) '''<br />
:Estimated Maximum Scour Depth (Elevation) shown is for verifying <u>Minimum Nominal Axial Compressive Resistance</u> <u>Design Bearing</u> using dynamic testing only where pile resistance contribution above this elevation shall not be considered.<br />
<br />
'''(E2.23) (Use when static test piles are required.) The number of piles in table should not include probe piles. If probe piles are specified, place an * beside the number of piles at the bents indicated.'''<br />
:&nbsp;*One concrete probe pile shall be driven in permanent position, one for each bent, at Bents No. <u> &nbsp; &nbsp; &nbsp; </u> and <u> &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E2.24) ''' <br />
:All piles shall be galvanized down to the minimum galvanized penetration (elevation).<br />
<br />
'''(E2.25) (Use for all HP pile and when pile point reinforcement is required for CIP pile.)'''<br />
:Pile point reinforcement need not be galvanized. Shop drawings will not be required for pile point reinforcement. <br />
<div id="(E2.26)"></div><br />
'''(E2.26) (Use for LFD piling design when Design Bearing is determined from service loads and shown on the plans. See guidance on <font color="purple">[MS Cell] (E2.1)</font color="purple"> for specific pile driving verification method. Example: Considered only for widenings, repairs and rehabilitations.) '''<br />
<br />
:All piling shall be driven to a minimum nominal axial compressive resistance equal to <u>3.5</u> <u>2.75</u> <u>2.25</u> <u>2.00</u> times the Design Bearing as shown on the plans.<br />
<div id="(E2.27)"></div><br />
'''(E2.27) Use for galvanized piles.'''<br />
<br />
:The contractor shall make every effort to achieve the minimum galvanized penetration (elevation) shown on the plans for all piles. Deviations in penetration less than 5 feet of the minimum will be considered acceptable provided the contractor makes the necessary corrections to ensure the minimum penetration is achieved on subsequent piles.<br />
<br />
<br />
=== E3. Miscellaneous ===<br />
<br />
'''(E3.1) Horizontal curves (Bridges not of box culvert type)'''<br />
:<u>All bents are parallel.</u><br />
<br />
<div id="Boring Data"></div><br />
'''Boring Data'''<br />
<br />
'''(E3.2) <font color="purple">[MS Cell]</font color="purple"> (Place on Front Sheet of the plans when boring data is provided for bridges, retaining walls, MSE walls and any other structure.)'''<br />
:[[Image:751.50 E3.2 boring.jpg|12px]] Indicates location of borings.<br/>'''Notice and Disclaimer Regarding Boring Log Data'''<br/>The locations of all subsurface borings for this structure are shown on the plan sheet(s) for this structure. The boring data for all locations indicated, as well as any other boring logs or other factual records of subsurface data and investigations performed by the department for the design of the project, are shown on Sheet(s) No.___ and may be included in the Electronic Bridge Deliverables. They will also be available from the Project Contact upon written request. No greater significance or weight should be given to the boring data depicted on the plan sheets than is given to the subsurface data available from the district or elsewhere.<br/>&nbsp;<br/>The Commission does not represent or warrant that any such boring data accurately depicts the conditions to be encountered in constructing this project. A contractor assumes all risks it may encounter in basing its bid prices, time or schedule of performance on the boring data depicted here or those available from the district, or on any other documentation not expressly warranted, which the contractor may obtain from the Commission.<br />
<br />
'''(E3.4) (Place on the Boring Data Sheet)'''<br />
:For location of borings see Sheet(s) No. <u> &nbsp; </u>.<br />
<div id="Final clearance - Bridges over Railroads"></div><br />
'''Final clearance - Bridges over Railroads'''<br />
<br />
'''(E3.5) In the general elevation detail, the vertical clearance dimension callout shall be the following asterisked note placed near the detail. '''<br />
<br />
: <math>\, *</math> Final vertical clearance from top of rails to bottom of superstructure shall be <u> &nbsp; (1) &nbsp;</u> minimum. Track elevations should be verified in the field prior to construction to determine if the final vertical clearance shown will be obtained.<br />
::(1) Required clearance specified on the Bridge Memorandum.<br />
<br />
'''Seal Course (Use the following notes when Seal Course is specified on the Design Layout.)'''<br />
<br />
'''(E3.6)'''<br />
:Seal course is designed for a water elevation of <u> &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; </u>.<br />
<br />
'''(E3.7)'''<br />
:If the seal course is omitted, by the approval of the engineer, bottom of footing shall be placed at the elevation shown on the plans.<br />
<br />
<div id="Bar placement in slabs"></div><br />
'''Bar placement in slabs''' (Notes E3.8 – E3.9)<br />
<br />
'''Guidance Notes for Detailing:''' Indicate only the top longitudinal slab bars affected for tying the R4 barrier bar. It may be that only one bar needs to be indicated for shifting. <br />
<br />
'''(E3.8) Use note with detail drawing indicating which bars are to be shifted.'''<br />
:Contractor may shift or swap bars as needed to tie R4 bar in barrier (4” min. bar spacing).<br />
<br />
'''(E3.9) Use note with detail drawing to indicate top edge longitudinal slab bar only.'''<br />
:Contractor may shift bar as needed to tie R3 bar in barrier.<br />
<br />
== F. Blank ==<br />
<br />
<br />
== G. Substructure Notes ==<br />
<br />
<br />
=== G1. Concrete Bents ===<br />
<br />
'''Expansion Device at End Bents (G1.1 and G1.1.1)'''<br />
<br />
'''(G1.1)'''<br />
:Top of backwall for end Bent<u>s</u> No. <u> &nbsp; &nbsp; </u>&nbsp; shall be formed to the crown and grade of the roadway. Backwall above upper construction joint<u>s</u> shall not be poured until the superstructure slab has been poured in the adjacent span.<br />
<br />
'''(G1.1.1)'''<br />
:All concrete above the upper construction joint in backwall shall be Class B-2.<br />
<br />
<br />
'''Abutments with Flared Wings'''<br />
<br />
'''(G1.2)'''<br />
:Longitudinal dimensions shown for bar spacing in the developed elevations are measured along front face of abutments.<br />
<br />
<br />
'''Stub Bents (G1.3 and G1.4) '''<br />
<br />
'''(G1.3)'''<br />
:<u>Barrier</u>, <u>parapets</u> <u>and</u> <u>end post</u> shall not be poured until the slab has been poured in the adjacent span.<br />
<br />
<br />
'''(G1.4) Use when embedded in rock or on a footing.'''<br />
:Rock shall be excavated to provide at least 6" of earth under the <u>beam and wings.</u><br />
<br />
<br />
'''End Bents with Turned-Back Wings (G1.5 and G1.6)'''<br />
<br />
'''(G1.5) Use for Non-Integral End Bents only.'''<br />
:Field bending shall be required when necessary at the wings for #<u> &nbsp; </u>-H<u> &nbsp; </u>&nbsp;bars in the backwalls for skewed structures and for #<u> &nbsp; </u>-F<u> &nbsp; </u>&nbsp;bars in the wings for the slope of the wing.<br />
<br />
'''(G1.6) Add to sheet showing the typical section thru wing detail.'''<br />
:For reinforcement of the barrier, see Sheet No. <u> &nbsp; &nbsp; </u> (1).<br />
<br />
::(1) Use sheet number of the details of the barrier at end bents.<br />
<br />
<br />
'''Integral End Bents (G1.7 thru G1.10)'''<br />
<br />
'''(G1.7) Place with part plan of end bent, second F bar required for skewed bents. '''<br />
:The #6-F___ <u>and #6-F &nbsp; </u> bars shall be bent in the field to clear <u>beams</u> <u>girders</u>. <br />
<div id="(G1.7.1) Use for skewed bents."></div><br />
<br />
'''(G1.7.1) Use for skewed bents. Place with plan of beam showing reinforcement and part plan of end bent, V bars not required with part plan of end bent. '''<br />
:The U bars <u>and pairs of V bars</u> shall be placed parallel to centerline of roadway.<br />
<br />
'''(G1.8) Place with part plan of end bent.'''<br />
:All concrete in the end bent above top of beam and below top of slab shall be Class B-2.<br />
<br />
'''P/S Structures (G1.9 and G1.9.1). place with part plan of end bent.'''<br />
<br />
'''(G1.9) '''<br />
:Strands at end of the <u>girders</u> <u>beams</u> shall be field bent or, if necessary, cut in field to maintain 1 1/2-inch minimum clearance to fill face of end bent.<br />
<div id="(G1.9.1)"></div><br />
'''(G1.9.1) Use appropriate girder sheet number. '''<br />
:For location of coil tie rods and #5-H__(strand tie bar), see Sheet No.___.<br />
<br />
'''(G1.10) Use for steel structures without steel diaphragms at end bents.'''<br />
:Concrete diaphragms at the integral end bents shall be poured a minimum of 12 hours before the slab is poured.<br />
<br />
<br />
'''Semi-Deep Abutments (G1.11 thru G1.13) Place near the ground line and piling in abutment detail. This detail and notes can be placed with abutment details or near the foundation table.'''<br />
<br />
'''(G1.11)'''<br />
:Earth within abutment shall not be above the ground line shown . Forms supporting the abutment slab may be left in place. <br />
<br />
<br />
'''(G1.12)'''<br />
:The maximum variation of the head of the pile and the battered face of the pile from the position shown shall be no more than 2 inches.<br />
<br />
<br />
'''(G1.13)'''<br />
:Exposed <u>steel piles</u> <u>steel pile shells</u> within the abutment shall be coated with a heavy coating of an approved bituminous paint.<br />
<br />
<div id="All Substructure Sheets with Anchor Bolts"></div><br />
<br />
'''All Substructure Sheets with Anchor Bolts'''<br />
<br />
'''(G1.15A)'''<br />
:Reinforcing steel shall be shifted to clear anchor bolt wells by at least 1/2".<br />
<br />
'''(G1.15B) Use unless only anchor bolt wells are preferred, i.e. uplift, congested reinforcement, etc. '''<br />
<br />
:Holes for anchor bolts may be drilled into the substructure. <br />
<br />
<br />
'''Beam/Girder Chairs (G1.16 thru G1.19). Notes G1.16 and G1.17 shall be placed near chair details. '''<br />
<div id="(G1.16)"></div><br />
'''(G1.16)'''<br />
:Cost of furnishing, fabricating and installing chairs will be considered completely covered by the contract unit price for <u>(a)</u>.<br />
<center><br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
|<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|+ <br />
! style="background:#BEBEBE" |Condition!! style="background:#BEBEBE" |(a) <br />
|-<br />
|align="left" width="230"|Structures without steel beam or girder pay item ||align="left" width="230"|Fabricated Structural Carbon Steel (Misc.)<br />
|-<br />
|align="left"|Structures with steel beam or girder pay item|| align="left"|Use beam or girder pay item<br />
|}<br />
||<br />
{| border="1" cellpadding="3" cellspacing="1" style:"text-align:left" <br />
|-<br />
|width="250" align="left"|When there is no steel beam or girder pay item, the miscellaneous steel for the chair is a substructure pay item and should also be included in the bent substructure quantity box<br />
|}<br />
|}<br />
<br />
</center><br />
'''(G1.17) Use for P/S structures and for steel structures when the chair material is not the pay item material. '''<br />
:Steel for chairs shall be ASTM A709 Grade 36.<br />
<br />
'''(G1.18) Use for structures with steel beam or girder pay items. Place below the substructure quantity box of all bents with chairs using the same pay item for (a) as used in Note G1.16. '''<br />
<br />
:The weight of <u> &nbsp;</u> pounds of chairs is included in the weight of (a). <br />
<br />
'''(G1.19) Place with the other bent notes. Second sentence is required when the chair details are located with other bent details. '''<br />
<br />
Reinforcing steel shall be shifted to clear chairs. <u>For details of chairs, see Sheet No. &nbsp; </u>. <br />
<br />
'''Pile Cap Bents. '''<br />
<br />
'''(G1.20) Place with plan showing reinforcement.'''<br />
:Reinforcing steel shall be shifted to clear piles. U bars shall clear piles by at least 1 1/2 inches. <br />
<br />
'''Vertical Drains at End Bents.''' <br />
<br />
'''(G1.25) Place with part plan of end bent. '''<br />
:For details of vertical drain at end bent, see Sheet No.___. <br />
<br />
'''Bridge Approach Slab. '''<br />
<br />
'''(G1.30) Place with part plan of end bent.'''<br />
:For details of bridge approach slab, see Sheet No.___.<br />
<br />
<br />
'''Miscellaneous'''<br />
<br />
'''(G1.40) Use the following note at all fixed intermediate bents on prestressed girder bridges with steps of 2" or more. Place with plan of beam.'''<br />
:For steps 2 inches or more, use 2 1/4 x 1/2 inch joint filler up vertical face.<br />
<br />
'''(G1.41a) Use the following note when vertical column steel is hooked into the bent beam for seismic category A.''' <br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G1.41b) Use the following note when vertical column steel is hooked into the bent beam for seismic category B, C or D. '''<br />
:The hooks of vertical bars embedded in the beam cap shall not be turned outward, away from the column core.<br />
<br />
'''(G1.42) Place the following note on plans when using Optional Section for Column-Web beam joints.'''<br />
:At the contractor's option, the details shown in optional Section __-__ may be used for column-web beam or tie beam at intermediate Bent No. <u>&nbsp;&nbsp;</u>. No additional payment will be made for this substitution.<br />
<br />
'''(G1.43) Place the following note on plans when you have adjoining twin bridges.'''<br />
:Preformed compression joint seal shall be in accordance with Sec 717. Payment will be considered completely covered by the contract unit price for other items included in the contract.<br />
<br />
'''(G1.44) Use with column closed circular stirrup/tie bar detail.''' <br />
:Minimum lap ____ (Stagger adjacent bar splices)<br />
<br />
'''(G1.45) Use when mechanical bar splices (MBS) are to be specified on the plans for column and drilled shaft vertical reinforcement.'''<br />
: When contractor uses MBS for <u>column</u> <u>and</u> <u>drilled shaft</u> vertical reinforcement, contractor shall increase diameter of stirrup bars and seismic bars (spiral/hoop) as needed at the MBS locations. No additional payment will be made for this adjustment. Stirrup bars and seismic bars shall not be shifted to create large gaps to avoid MBS.<br />
<br />
=== G2. Deadman Anchors ===<br />
<br />
'''(<math>\, *</math>) Size of rod.'''<br />
<br />
'''(G2.1)'''<br />
:Construction sequence:<br />
<br />
'''(G2.2)'''<br />
:Construct end bent with anchor tees in place.<br />
<br />
'''(G2.3)'''<br />
:Construct deadman with anchor tees in place.<br />
<br />
'''(G2.4)'''<br />
:Machine compact fill up to elevation of <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.5)'''<br />
:Install <u>(*)</u>"&oslash; rod, clevis and turnbuckle assembly.<br />
<br />
'''(G2.6)'''<br />
:Tighten turnbuckle until snug.<br />
<br />
'''(G2.7)'''<br />
:Hand compact fill for 12" (min.) over <u>(*)</u>"&oslash; rod and turnbuckle.<br />
<br />
'''(G2.8)'''<br />
:Machine compact remaining fill.<br />
<br />
'''(G2.9)'''<br />
:All anchor tees, rods, clevises, turnbuckles, etc. shall be fabricated from ASTM A709 Grade 36, ASTM A668 Class F or equivalent steel and galvanized in accordance with Sec 1081. Shop drawings will not be required. All concrete shall be Class B. All reinforcing steel shall be Grade 60.<br />
<br />
'''(G2.10)'''<br />
:All metal members of the anchorage system not embedded in concrete shall be cleaned and receive a heavy coating of an approved bituminous paint.<br />
<br />
'''(G2.11)'''<br />
:Fine aggregate shall be in accordance with Sec 1005 and shall be placed below and above the rod and turnbuckles.<br />
<br />
'''(G2.12)'''<br />
:Payment for all materials, excavation, backfill and any other incidental work necessary to complete the Deadman Anchorage Assembly will be considered completely covered by the contract unit price per each.<br />
<br />
'''(G2.13)'''<br />
:Note: Reinforcing steel lengths are based on nominal lengths, out to out.<br />
<br />
=== G3. Vertical Drain at End Bent (Notes for Bridge Standard Drawings)===<br />
<br />
'''(G3.0) '''<br />
:All drain pipe shall be sloped 1 to 2 percent.<br />
<br />
'''(G3.1)'''<br />
:Drain pipe may be either 6-inch diameter corrugated metallic-coated steel pipe underdrain, 4-inch diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4-inch diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
'''(G3.2)'''<br />
:Drain pipe shall be placed at fill face of end bent and inside face of wings. The pipe shall slope to lowest grade of ground line, also missing the lower beam of end bent by a minimum of 1 1/2 inches. <br />
<br />
'''(G3.3)'''<br />
:Perforated pipe shall be placed at fill face side and inside face of wings at the bottom of end bent and plain pipe shall be used where the vertical drain ends to the exit at ground line.<br />
<br />
=== G4. Substructure Quantity Table ===<br />
<br />
'''(G4.1) <font color="purple">[MS Cell]</font color="purple">''' Place substructure quantity table on right side of substructure bent sheet.<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="3" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Estimated Quantities<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Item<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Quantity<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black;"|Class 1 Excavation<br />
|align="right" style="border-top:1px solid black; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" width="225pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Structural Steel Piles ( &nbsp; &nbsp; in.)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|linear foot<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Class B Concrete<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|cu. yard<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|Reinforcing Steel (Bridges)<br />
|align="right" style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|pound<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black;"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black;"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-right:1px solid black"|&nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
!colspan="3"|Items shown are for example only, use actual items and quantities for each bent.<br />
|}<br />
<br />
'''(G4.2)'''<br />
:These quantities are included in the estimated quantities table on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
'''Drilled Shafts'''<br />
<br />
'''(G4.3) '''<br />
:All reinforcement in drilled shafts and rock sockets is included in the substructure quantities.<br />
<br />
<br />
=== G5. CIP Concrete Piles (Notes for Bridge Standard Drawings)===<br />
<br />
<br />
====G5a Closed Ended Cast-in Place (CECIP) Concrete Pile====<br />
<br />
'''(G5a1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5a2)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5a3)'''<br />
:Steel for closure plate shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a4)'''<br />
:Steel for cruciform pile point reinforcement shall be ASTM A709 Grade 50.<br />
<br />
'''(G5a5)'''<br />
:Steel casting for conical pile point reinforcement shall be ASTM A148 Grade 90-60.<br />
<br />
'''(G5a6)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness. <br />
<br />
'''(G5a7)'''<br />
:Closure plate shall not project beyond the outside diameter of the pipe pile. Satisfactory weldments may be made by beveling tip end of pipe or by use of inside backing rings. In either case, proper gaps shall be used to obtain weld penetration full thickness of pipe. Payment for furnishing and installing closure plate will be considered completely covered by the contract unit price for Galvanized Cast-In-Place Concrete Piles.<br />
<br />
'''(G5a8)'''<br />
:Splices of pipe for cast-in-place concrete pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length.<br />
<br />
'''(G5a9a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5a9b) Use the following note for seismic category B, C or D '''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5a10)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5a11)''' <br />
:Closure plate need not be galvanized. <br />
<br />
'''(G5a12) '''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel. <br />
<br />
'''(G5a13) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents.'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5a14) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5a15)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
====G5b Open Ended Cast-in Place (OECIP) Concrete Pile====<br />
<br />
'''(G5b1)'''<br />
:Welded or seamless steel shell (pipe) shall be ASTM A252 Modified Grade 3 (fy = 50,000 psi) with physical and chemical requirements that meet ASTM A572 Grade 50. Pipe certification and source material certification shall be required.<br />
<br />
'''(G5b2)'''<br />
:Open ended pile shall be augered out to the minimum pile cleanout penetration elevation and filled with Class B-1 concrete.<br />
<br />
'''(G5b3)'''<br />
:Concrete for cast-in-place pile shall be Class B-1.<br />
<br />
'''(G5b4)'''<br />
:Steel casting for open ended cutting shoe pile point reinforcement shall be <u>ASTM A148 Grade 90-60</u>.<br />
<br />
'''(G5b5)'''<br />
:The minimum wall thickness of any spot or local area of any type shall not be more than 12.5% under the specified nominal wall thickness.<br />
<br />
'''(G5b6)'''<br />
:Splices of pipe for cast-in-place pipe pile shall be made watertight and to the full strength of the pipe above and below the splice to permit hard driving without damage. Pipe damaged during driving shall be replaced without cost to the state. Pipe sections used for splicing shall be at least 5 feet in length. <br />
<br />
'''(G5b7a) Use the following note for seismic category A'''<br />
:At the contractor's option, the hooks of vertical bars embedded in the beam cap may be oriented inward or outward.<br />
<br />
'''(G5b7b) Use the following note for seismic category B, C or D'''<br />
:The hooks of vertical bars embedded in the beam cap should not be turned outward, away from the pile core.<br />
<br />
'''(G5b8)'''<br />
:The hooks of vertical bars embedded in the pile footing should be oriented outward for all seismic categories.<br />
<br />
'''(G5b9)'''<br />
:Reinforcing steel for cast-in-place pile is included in the Bill of Reinforcing Steel.<br />
<br />
'''(G5b10) Use for CIP pile on all bridges except for continuous concrete slab bridges. Remove underlined portion for non-integral end bents'''<br />
:All reinforcement for cast-in-place pile <u>at end bents is included in the Estimated Quantities for Slab on _____. Reinforcement for cast-in-place pile at intermediate bents</u> is included in the substructure quantity tables.<br />
<br />
'''(G5b11) Use for CIP pile on continuous concrete slab bridges. The first underlined portion is included for pile cap intermediate bents. The second underlined portion is included for intermediate bents with pile footings.'''<br />
:All reinforcement in cast-in-place pile at end bents <u>and intermediate bents</u> is included in the superstructure quantities <u>and all reinforcement in cast-in-place pile at intermediates bents is included in the substructure quantity tables</u>.<br />
<br />
'''(G5b12)'''<br />
:The contractor shall determine the pile wall thickness required to avoid damage from all driving activities, but wall thickness shall not be less than the minimum specified. No additional payment will be made for furnishing a thicker pile wall than specified on the plans.<br />
<br />
===G6. As-Built Pile and Drilled Shaft Data=== <br />
<br />
'''(G6.1) Include A, B and C with all pile types. Include D and E along with bracketed guidance when piles are being dynamic tested.''' <br />
<br />
:Indicate in remarks column:<br />
<br />
:A. Pile type and grade<br />
<br />
:B. Batter<br />
<br />
:C. Driven to practical refusal<br />
<br />
:D. PDA test pile<br />
<br />
:E. Minimum tip elevation controlled<br />
<br />
:(Use when actual blow count is less than PDA blow count due to minimum tip elevation requirement. A plus sign (+) shall be placed after the PDA nominal axial compressive resistance value indicating actual value is higher than PDA value.)<br />
<br />
'''(G6.2) Use this note when only drilled shafts are shown on the sheet. '''<br />
<br />
:Indicate remarks in the remarks column.<br />
<br />
'''(G6.3) '''<br />
<br />
:This sheet to be completed by MoDOT construction personnel.<br />
<br />
===G7. Steel HP Pile===<br />
<br />
'''(G7.1) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Splice Detail - Galvanized.'''<br />
:Galvanizing material shall be omitted or removed one inch clear of weld locations in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702].<br />
<br />
'''(G7.2) <font color="purple">[MS Cell]</font color="purple"> Use with Pile Seismic Anchor Detail.'''<br />
:Angles shall be coated with a minimum of two coats of non-aluminum epoxy mastic primer to provide a dry film thickness of 4 mils minimum, 8 mils maximum, or galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Bolts, washers and nuts shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<div id="(G7.4) (Use the following note"></div><br />
'''(G7.3) Use on all plans where HP piles are anticipated to be driven to refusal on rock at any depth.'''<br />
<br />
:HP piles are anticipated to be driven to refusal on rock. Review all borings for depth of rock and restrict driving as appropriate to comply with hard rock driving criteria in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 702]. When pile refusal on rock occurs, as approved by the engineer, the minimum nominal axial compressive resistance is verified and no additional pile driving verification method is required.<br />
<br />
===G8. Drilled Shaft===<br />
<div id="Drilled Shafts"></div> <br />
<br />
'''(G8.1) Include underlined portion when a minimum thickness is required and shown on the plans as minimum.'''<br />
:Thickness of permanent steel casing shall be <u>as shown on the plans and</u> in accordance with Sec 701.<br />
<br />
'''(G8.2) Note may not be required with drilled shafts for high mast tower lighting.'''<br />
:An additional 4 feet has been added to V-bar lengths and additional __-#_-P___ bars have been added in the quantities, if required, for possible change in drilled shaft or rock socket length. The additional V-bar length shall be cut off or included in the reinforcement lap if not required. The additional P bars shall be spaced similarly to that shown in elevation, if required, or to a lesser spacing if not required, but not less than 6-inch centers.<br />
<br />
'''(G8.3) Note not required with drilled shafts for high mast tower lighting. '''<br />
<br />
:Sonic logging testing shall be performed on all drilled shafts and rock sockets.<br />
<br />
'''(G8.4) Note to be used only with Drilled Shafts for High Mast Tower Lighting.'''<br />
:Drilling slurry, if used, shall require desanding. <br />
<br />
'''(G8.5) Note to be used only with Drilled Shafts for High Mast Tower Lighting. Drilled shaft diameter is required to be at least 21 in. greater than the largest anticipated anchor bolt circle diameter per the DSP - High Mast Tower Lighting.'''<br />
:The following non-factored base reactions were used to design the drilled shafts for the <u> &nbsp; &nbsp; &nbsp; </u> ft. high mast lighting towers: overturning moment = * kip-foot, base shear = * kip and axial force = * kip.<br />
<br />
:&nbsp;*'''Values used in the design of the drilled shaft.'''<br />
<br />
'''(G8.6) Use the following note only when the tops of drilled shafts are ≤ 3'-0" below the ground surface at centerline column / drilled shaft. Otherwise excavation quantity to the top of drilled shafts needs to be figured. Excavation diameter limit will be the 3'-0" larger than the column diameter above the drilled shaft.'''<br />
:The cost of any required excavation to the top of the drilled shafts will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(G8.7)''' <br />
:The tip of casing shall not extend into the rock socket elevation range reported in the Foundation Data table without approval by the engineer.<br />
<br />
'''(G8.8) Use the following note when non-contact or contact lap is required at the top of drilled shaft between column/dowel reinforcement and drilled shaft reinforcement.'''<br />
:Column or dowel reinforcement shall be placed prior to pouring drilled shaft concrete in the area of the lap. Dowel bar or column reinforcement shall not be inserted after drilled shaft pour is complete.<br />
<br />
'''(G8.9) For oversized shafts, use the following note in conjunction with callout for optional construction joint near top of drilled shaft.'''<br />
:Remove sediment laitance and weak concrete to sound concrete prior to setting column/dowel reinforcement if optional construction joint is used.<br />
<br />
== H. Superstructure Notes ==<br />
<br />
<br />
=== H1. Steel ===<br />
<br />
'''Plate Girders - (Shop welding)'''<br />
<br />
'''(H1.1) To be used only with the permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop flange splice by extending the heavier flange plate and providing approved modifications of details at field flange splices and elsewhere as required. All cost of any required design, plan revisions or re-checking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on Design Plans.<br />
<br />
<br />
'''Welded Shop Splices'''<br />
<br />
'''(H1.1.1) Place near Welded Shop Splice Details.'''<br />
:Welded shop web and flange splices may be permitted when detailed on the shop drawings and approved by the engineer. No additional payment will be made for optional welded shop web and flange splices.<br />
<div id="(H1.2)"></div><br />
'''(H1.2) Use for the welded connection of intermediate web stiffener to compression flange. Use for the welded connection of intermediate diaphragm connection plate to compression flange when bolted connection detail is used for tension flange.'''<br />
:(3) Weld to compression flange as located on Elevation of Girder. <br />
<br />
<div id="(H1.3) Add to note (H1.2)"></div><br />
<br />
'''(H1.3) Add to note (H1.2), only when girders are built up with A514 or A517 steel flanges. Caution: Using this note means that these structural steels are already on the system. Any new construction using these structural steels requires permission of the State Bridge Engineer. Any construction involving these structural steels requires notification to the State Bridge Engineer.'''<br />
<br />
:Intermediate web stiffeners shall not be welded to plates of A514 or A517 steel.<br />
<br />
<br />
'''Plate Girders with Camber'''<br />
<br />
'''(H1.4) Place near the elevation of girder.'''<br />
:Plate girders shall be fabricated to be in accordance with the camber diagram shown on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Detail Camber Diagram with note (H1.5), Dead Load Deflection Diagram with notes (H1.6) and (H1.6.1), and Theoretical Slab Haunch with note (H1.7).'''<br />
<br />
'''(H1.5)'''<br />
:Camber includes allowance for <u>vertical curve,</u> <u>superelevation transition,</u> <u>and for</u> dead load deflection due to concrete slab, barrier, <u>asphalt,</u> <u>concrete wearing surface</u> and structural steel.<br />
<br />
'''(H1.6)'''<br />
:<u>&nbsp;&nbsp;</u>% of dead load deflection is due to the weight of structural steel.<br />
<br />
'''(H1.6.1)'''<br />
:Dead load deflection includes weight of structural steel, concrete slab, and barrier.<br />
<br />
<br />
'''(H1.7)'''<br />
:'''*''' Dimension (bottom of slab to top of web) may vary if the girder camber after erection differs from plan camber by more or less than the % of Dead Load Deflection due to weight of structural steel. No payment will be made for any adjustment in forming or additional concrete required for variation in haunching.<br />
<br />
'''Note:''' Increase the haunch by 1/2"&plusmn; more than what is required to make one size shear connector work for both the CIP and the SIP options.<br />
<br />
<br />
'''Bolted Field Splices for Plate Girders and Wide Flange Beams use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel.'''<br />
<br />
'''Place the following notes near detail of bolted field splice:'''<br />
<div id="(H1.8) Include underline"></div><br />
'''(H1.8) Include underline portion for Class C or D faying surfaces. Class B is standard and included in Spec Book 1081.10.3.10.1.'''<br />
<br />
:Contact surfaces shall be in accordance with Sec 1081 for surface preparation. <u>The surface condition factor shall be for Class</u> <u>C</u> <u>D</u> <u>with coefficient of</u> <u>0.30.</u> <u>0.45.</u><br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' MoDOT typically uses Class B.<br />
|-<br />
|width="150" valign="top"|Class A Surface: ||Unpainted clean mill scale, and blast-cleaned surfaces with Class A coatings. Surface condition factor = 0.30 (Not used by MoDOT)<br />
|-<br />
|valign="top"|Class B Surface: ||Unpainted blast-cleaned surfaces to SSPC-SP 6 or better, and blast-cleaned surfaces with Class B coatings (inorganic zinc primer), or unsealed pure zinc or 85/15 zinc/aluminum thermal-sprayed coatings with a thickness less than or equal to 16 mils. Surface condition factor = 0.50<br />
|-<br />
|valign="top"|Class C Surface: ||Hot-dip galvanized surfaces. Surface condition factor = 0.30<br />
|-<br />
|valign="top"|Class D Surface:||Blast-cleaned surfaces with Class D coatings (organic zinc-rich primer). Surface condition factor = 0.45<br />
|}<br />
<br />
'''(H1.8.1) ASTM F3148 Grade 144 bolts may be specified by design or directly substituted for a design with A325 bolts. Consult SPM or SLE before using F3148 bolts.'''<br />
:Bolts shall be 7/8-inch diameter ASTM <u>F3125 Grade A325</u> <u>F3148 Grade 144</u> <u>Type 1</u> <u>Type 3</u> in 15/16-inch diameter holes.<br />
<br />
<br />
'''Structures without Longitudinal Section'''<br />
<br />
'''(H1.9) Place just above slab at part section near end diaphragm and draw an arrow to the top of diaphragm.'''<br />
:Haunch slab to bear.<br />
<br />
<br />
'''Top of End Bent Backwall (Without expansion device)'''<br />
<br />
'''(H1.10)'''<br />
:Two layers of 30-lb roofing felt.<br />
<br />
<br />
'''Section thru Spans'''<br />
<br />
'''(H1.11) Place on the slab sheet when applicable.'''<br />
:For details of <u>barrier</u> <u>parapet</u> <u>median bridge rail</u> not shown, see Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Web Stiffeners'''<br />
<br />
'''(H1.12)'''<br />
:Whenever longitudinal stiffeners interfere with bolting the <u>diaphragms</u> <u>cross frames</u> in place, clip stiffeners.<br />
<br />
'''(H1.13)'''<br />
:Longitudinal web stiffeners shall be placed on the outside of exterior girders and on the side opposite of the transverse web stiffener plates for interior girders.<br />
<br />
'''(H1.14)'''<br />
:Transverse web stiffeners shall be located as shown in the plan of structural steel.<br />
<br />
'''(H1.15)'''<br />
:Intermediate web stiffener plate and diaphragm spacing may vary from plan dimensions by a maximum of 3" for diaphragm to connect to the intermediate web stiffener plate.<br />
<br />
<br />
'''Wide Flange Beams - (Shop Welding)'''<br />
<br />
'''(H1.16) To be used only with permission of the Structural Project Manager.'''<br />
:By approval of the engineer, the contractor may omit any shop splice by extending the heavier beam and providing an approved modification of details at the field splices. All costs of any required redesign, plan revisions or rechecking of shop drawings shall be borne by the contractor. Payweight in any case will be based on material shown on the design plans.<br />
<br />
<br />
'''Shear Connectors'''<br />
<br />
'''(H1.17) Use only when "Fabricated Structural …Steel… " is included as a pay item.'''<br />
:Weight of <u>&nbsp;&nbsp;&nbsp;</u> pounds of shear connectors is included in the weight of Fabricated Structural <u>&nbsp;&nbsp;&nbsp;</u> Steel.<br />
<br />
'''(H1.18)'''<br />
:Shear connectors shall be in accordance with [https://www.modot.org/missouri-standard-plans-highway-construction Sec 712, 1037 and 1080].<br />
<br />
<br />
'''Notch Toughness for Wide Flange Beams (Do not use the following notes if member is labeled as fracture critical.)<br />
:(Place an ∗ with all the beam sizes indicated on the "Plan of Structural Steel".)<br />
:(Place the following note near the "Plan of Structural Steel".)'''<br />
<br />
'''(H1.19)'''<br />
:∗ Notch toughness is required for all wide flange beams.<br />
<br />
<br />
'''(Place an ∗ with the flange plate, pin plate or hanger bar size indicated on the "Detail of Flange Plates, Pin Plate Connection or Hanger Connection".)''' <br />
<br />
'''(H1.20)'''<br />
:∗ Notch toughness is required for all <u>welded flange plates</u> <u>pin plates</u> <u>hanger bars</u>.<br />
<br />
<br />
'''Notch Toughness for Plate Girders (Do not use the following notes if member is labeled as fracture critical.)<br />
:'''(Place the following note on the sheet with the Elevation of Girder.)'''<br />
:'''(See [[751.5 Structural Detailing Guidelines#751.5.9.3.2 Notch Toughness|Plate Girder Example]] for typical examples for the location of ∗ ∗ ∗ on details for plate girders.)'''<br />
<br />
'''(H1.21)'''<br />
:∗ ∗ ∗ Indicates flange plates subject to notch toughness requirements.<br />
:All web plates shall be subject to notch toughness requirements.<br />
<br />
'''(H1.21.1)'''<br />
:The flange and web splice plates shall be subject to notch toughness requirements, when notch toughness is required for flanges on both sides of splice.<br />
<br />
<br />
'''(Place ∗ ∗ ∗ near the size of flange splice plates, pin plates or hanger bars and the following note near the detail of flange splice, pin plate connection or hanger connection.) '''<br />
<br />
'''(H1.22)'''<br />
:∗ ∗ ∗ Indicates <u>flange splice plates</u> <u>pin plates</u> <u>hanger bars</u> subject to notch toughness requirements.<br />
<br />
<div id="(H1.23)"></div><br />
'''(H1.23) Structural Steel for Wide Flange Beams and Plate Girder Structures'''<br />
<br />
'''(H1.23a)'''<br />
:Fabricated structural steel shall be ASTM A709 Grade <u>36</u> <u>50</u>, except as noted.<br />
<br />
'''(H1.23b) Use the following note on all structures that contain non-redundant Fracture Critical Members (FCM).'''<br />
Label FCM members in the details, and place the following note nearby. Notes H1.19 through H1.22 are not required when the member is labeled as fracture critical.<br />
<br />
:FCM indicates Fracture Critical Member, see [https://www.modot.org/missouri-standard-plans-highway-construction Sec 1080].<br />
<br />
'''Tangent Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel and Elevation of Beams or Girders'''<br />
<br />
'''(H1.24)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Oversized Holes for Intermediate Diaphragms'''<br />
<br />
'''Place the following note near the intermediate diaphragm detail on all tangent wide flange and plate girder structures.'''<br />
<br />
'''(H1.26)'''<br />
:At the contractor's option, holes in the diaphragm plate of non slab bearing diaphragms may be made 3/16" larger than the nominal diameter of the bolt. A hardened washer shall be used under the bolt head and nut when this option is used. Holes in the girder diaphragm connection plate or transverse web stiffener shall be standard size.<br />
<br />
<br />
'''Slab drain attachment holes'''<br />
<br />
'''Place the following note near the Elevation of Girder detail for plate girders or near the plan view for Wide Flange Beams when Slab Drains are used.'''<br />
<br />
'''(H1.27)'''<br />
:For location of slab drain attachment holes, see slab drain details sheet.<br />
<br />
<br />
'''Tangent Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''Dimensions given in plan should be identical to horizontal dimensions detailed in Part-Longitudinal Sections or blocking diagram.'''<br />
<br />
'''(H1.28)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.29)'''<br />
:Longitudinal dimensions are horizontal from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.31)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Straight Grades (Details of Part-Longitudinal Sections at bents and at steel joints will be required on plans.)'''<br />
<br />
'''Elevation of Beams or Girders'''<br />
<br />
'''(H1.32)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing.<br />
<br />
<br />
'''Horizontally Curved Structures on Vertical Curve Grades (Details of part-longitudinal sections at bents and at steel joints will be required on plans for bridges on vertical curves.)''' <br />
<br />
'''Plan of Structural Steel'''<br />
<br />
'''(H1.36)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Elevation of Constant Depth or Variable Depth Beams or Girders'''<br />
<br />
'''(H1.37)'''<br />
:Longitudinal dimensions are horizontal arc dimensions from centerline bearing to centerline bearing. See Part-Longitudinal Sections on Sheet No. <u>&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Structures on Vertical Curve'''<br />
<br />
'''(H1.39)'''<br />
:Elevations shown are at top of web before dead load deflection.<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange'''<br />
<br />
'''(H1.40) Use Type 3 bolts for weathering steel and Type 1 bolts for non-weathering or galvanized steel. '''<br />
:Bolts shall be 3/4-inch diameter ASTM F3125 Grade A325 <u>Type 1</u> <u>Type 3</u> that connect the 6 x 6 x 3/8 angle to the top flange and placed so the nut is on the inside of flange toward the web. <br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="780px" align="center" <br />
|-<br />
|colspan="2"|'''Guidance:''' Typically weathering steel is coated at expansion joints which require bolts to be coated. Type 3 bolted connections are coated with an epoxy mastic before the field coat is applied. <br />
|}<br />
<br />
<br />
'''6 x 6 x 3/8 Angle Connection to Top Flange for Structures on Vertical Curve'''<br />
<br />
'''(H1.40.1)'''<br />
:The 6 x 6 x 3/8 angle legs shall be adjusted to the variable angle between bearing stiffener and top flange created by girder tilt due to grade requirements.<br />
<br />
<br />
'''(H1.42) Place the following note near the Plan of Structural Steel for all new bridges with staged construction or bridge widening projects. '''<br />
:Bolts for intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be installed snug tight, then tightened after both adjacent slab pours are completed.<br />
<br />
'''(H1.43) Place the following note on the staging sheet for all bridge redecking projects with staged construction.'''<br />
:Existing <u>bolts</u> <u>rivets</u> on intermediate diaphragms and cross frames that connect <u>girders</u> <u>beams</u> under different construction staged slab pours shall be removed and replaced with new in kind high strength bolts installed snug tight and in accordance with Sec 712. The high strength bolts shall be tightened after both adjacent slab pours are completed. Cost will be considered incidental to other pay items.<br />
<br />
'''(H1.45) Place near Detail B and Optional Detail B with cross frame diaphragms. '''<br />
:'''*''' At the contractor's option, rectangular fill plates may be used in lieu of diamond fill plates as shown in Optional Detail B.<br />
<br />
'''Haunching (Use for wide flange deck replacements.) '''<br />
<br />
'''(H1.51)'''<br />
:Slab is to be considered at a uniform thickness as shown on the plans. Haunching will vary. See front sheet for slab thickness.<br />
<br />
'''(H1.53) Drip angles''' (Notes for Bridge Standard Drawings)<br />
:'''(H1.53a)''' Drip angles shall be caulked with dark brown caulking against flange, web and fillet welds.<br />
:'''(H1.53b)''' Drip angles shall be same grade as bottom flange.<br />
:'''(H1.53c)''' Use 1/2-inch diameter ASTM F3125 Grade A325 Type 3 for bolted connection.<br />
<br />
=== H2. Concrete ===<br />
<br />
<br />
==== H2a. Continuous Slab ====<br />
<br />
'''(H2a.1) Use for voided slabs'''<br />
:Tubes for producing voids shall have an outside diameter of [[Image:751.50 circled 1.gif]] and shall be anchored at not more than [[Image:751.50 circled 2.gif]] centers. Fiber tubes shall have a wall thickness of not less than [[Image:751.50 circled 3.gif]].<br />
<br />
<br />
(*) See the following table for [[Image:751.50 circled 1.gif]], [[Image:751.50 circled 2.gif]], & [[Image:751.50 circled 3.gif]].<br />
<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|+(Do not show this table on plans)<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Voids<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 1.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|[[Image:751.50 circled 2.gif]]<br />
!style="border-top:3px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|[[Image:751.50 circled 3.gif]]<br />
|-<br />
|width="75pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|7"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|7.0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|8.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|9"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|9.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.200"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|10"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|10.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|11"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|11.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|12"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|12.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.225"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|14"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|14.0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|4'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.250"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|15 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|15.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|16 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|16.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|3'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|18 3/4"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18.7"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-6"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.300"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|20 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|20.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|2'-0"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|21 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|21"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.350"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"|22 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|22.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|-<br />
|width="75pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"|24 7/8"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|24.85"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"|18"<br />
|width="50pt" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|0.375"<br />
|}<br />
<br />
==== H2b. Prestressed Panels (Notes for Bridge Standard Drawings)====<br />
<br />
'''H2b1. Notes for both Concrete and Steel Spans '''<br />
<br />
'''(H2b1.1)'''<br />
:Concrete for prestressed panels shall be Class A-1 with f'<sub>c</sub> = 6,000 psi, f'<sub>ci</sub> = 4,000 psi.<br />
<br />
'''(H2b1.2)'''<br />
:The top surface of all panels shall receive a scored finish with a depth of scoring of 1/8" perpendicular to the prestressing strands in the panels.<br />
<br />
'''(H2b1.3)'''<br />
:Prestressing tendons shall be high-tensile strength uncoated seven-wire, low-relaxation strands for prestressed concrete in accordance with AASHTO M 203 Grade 270, with nominal diameter of strand = 3/8" and nominal area = 0.085 sq. in. and minimum ultimate strength = 22.95 kips (270 ksi). Larger strands may be used with the same spacing and initial tension.<br />
<br />
'''(H2b1.4)'''<br />
:Initial prestressing force = 17.2 kips/strand.<br />
<br />
'''(H2b1.5)'''<br />
:The method and sequence of releasing the strands shall be shown on the shop drawings.<br />
<br />
'''(H2b1.6)'''<br />
:Suitable anchorage devices for lifting panels may be cast in panels, provided the devices are shown on the shop drawings and approved by the engineer. Panel lengths shall be determined by the contractor and shown on the shop drawings.<br />
<br />
'''(H2b1.7)'''<br />
:When squared end panels are used at skewed bents, the skewed portion shall be cast full depth. No separate payment will be made for additional concrete and reinforcing required.<br />
<br />
'''(H2b1.8) References the P3 bars shown in the Plans of Panels. '''<br />
:Use #3-P3 bars if panel is skewed 45&deg; or greater.<br />
<br />
'''(H2b1.9)'''<br />
:All reinforcement other than prestressing strands shall be epoxy coated.<br />
<br />
'''(H2b1.10) References the panel extension into the diaphragms shown in the Plan of Panels Placement. '''<br />
:End panels shall be dimensioned 1/2" min. to 1 1/2" max. from the inside face of diaphragm.<br />
<br />
'''(H2b1.11) References the S-bars shown in the Plan of Panels Placement. '''<br />
:S-bars shown are bottom steel in slab between panels and used with squared and truncated end panels only.<br />
<br />
'''(H2b1.12)'''<br />
:Cost of S-bars will be considered completely covered by the contract unit price for the slab.<br />
<br />
'''(H2b1.13)'''<br />
:S-bars are not listed in the bill of reinforcing.<br />
<br />
'''(H2b1.14) Place as fifth note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be glued to the <u>girder</u> <u>beam</u>. When thickness exceeds 1 1/2 inches, the joint filler shall be glued top and bottom. The glue used shall be the type recommended by the joint filler manufacturer.<br />
<br />
'''(H2b1.15)'''<br />
:Precast panels may be in contact with stirrup reinforcing in diaphragms.<br />
<br />
'''(H2b1.16) References the transverse S-bars extension into integral end bents shown in the Plan of Panels Placement. '''<br />
:Extend S-Bars 18 inches beyond the front face of end bents and int. bents for squared and truncated end panels only.<br />
<br />
'''(H2b1.17) References the 3/8-inch diameter strands shown in the Plans of Panels. '''<br />
:Any strand 2'-0" or shorter shall have a #4 reinforcing bar on each side of it, centered between strands. Strands 2'-0" or shorter may then be debonded at the fabricator's option.<br />
<br />
'''(H2b1.18)'''<br />
:Support from diaphragm forms is required under the optional skewed end until cast-in-place concrete has reached 3,000 psi compressive strength.<br />
<br />
'''(H2b1.19) Place under the Bending Diagram for U1 Bar. '''<br />
:U1 Bars may be oriented at right angles to location and spacing shown. U1 Bars shall be placed between P1 Bars. <br />
<br />
'''(H2b1.20) Place as last note under Joint Filler heading in the General Notes. '''<br />
:Edges of panels shall be uniformly seated on the joint filler before slab reinforcement is placed.<br />
<br />
'''(H2b1.21)'''<br />
:Prestressed panels shall be brought to saturated surface-dry (SSD) condition just prior to the deck pour. There shall be no free standing water on the panels or in the area to be cast.<br />
<br />
'''(H2b1.22)''' <br />
:The prestressed panel quantities are not included in the table of estimated quantities for the slab.<br />
<br />
'''(H2b1.23) References the transverse S-bars extension beyond the edge of girder or beam shown in the Plan of Panels Placement.''' <br />
:Extend S-bars 9 inches beyond edge of <u>girder</u> <u>beam (Typ.)</u>.<br />
<br />
'''(H2b1.24) References the panel overhang shown in Section A-A. '''<br />
:Contractor shall ensure proper consolidation under and between panels.<br />
<br />
'''(H2b1.25) Place as first note under Joint Filler heading in the General Notes. '''<br />
:Joint filler shall be preformed fiber expansion joint material in accordance with Sec 1057 or expanded or extruded polystyrene bedding material in accordance with Sec 1073.<br />
<br />
'''(H2b1.26) References the #3-P1 bars in the squared and truncated end panels only shown in the Plans of Squared Panel and Optional Truncated End Panel.'''<br />
:For end panels only, P1 bars shall be 2’-0” in length and embedded 12”. P1 bars will not be required for panels at squared integral end bents. <br />
<br />
'''(H2b1.27) References the four #3-P2 bars required below the strands shown in the plans of panels and the section thru the panel. '''<br />
: #3-P2 bars near edge of panel at bottom (under strands).<br />
<br />
'''(H2b1.28) References the bottom transverse slab bars shown in the section near the expansion gap. Not required if there is not an expansion gap on the bridge. '''<br />
:S-bars shown are used with skewed end panels, or squared end panels of squared structures only. The #5 S-bars shall extend the width of slab (2'-6" lap if necessary) or to within 3 inches of expansion device assemblies.<br />
<br />
'''(H2b1.29) References #3-P1 bars required at expansion gaps shown in the Plan of Optional Skewed End Panel. Not required if there is not an expansion gap on the bridge. '''<br />
:P1 bars not required for integral bents.<br />
<br />
'''(H2b1.30) References the min. steel reinforcement for openings in slab created by truncated end panels.'''<br />
:For truncated end panels, use a min. of #5-S bars at 6” crossings in openings, or min. 4x4-W7xW7.<br />
<br />
<br />
'''H2b2. Additional Notes for Panels on Concrete Spans'''<br />
<br />
'''(H2b2.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material may be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances.<br />
<br />
'''(H2b2.6) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of preformed fiber expansion joint material shall be used under any one edge of any panel except at locations where top flange thickness may be stepped. The maximum change in thickness between adjacent panels shall be 1/2 inch. The polystyrene bedding material may be cut with a transition to match haunch height above top of flange.<br />
<br />
'''(H2b2.7) References the top flange thickness shown in Section A-A. '''<br />
:At the contractor's option, the variation in slab thickness over prestressed panels may be eliminated or reduced by increasing and varying the <u>girder</u> <u>beam</u> top flange thickness. Dimensions shall be shown on the shop drawings.<br />
<br />
'''(H2b2.8) References the slab thickness above the panel shown in Section A-A. '''<br />
:Slab thickness over prestressed panels varies due to <u>girder</u> <u>beam</u> camber. In order to maintain minimum slab thickness, it may be necessary to raise the grade uniformly throughout the structure. No payment will be made for additional labor or materials required for necessary grade adjustment.<br />
<br />
'''(H2b2.10) Place as second note under Joint Filler heading in the General Notes. '''<br />
:Use Slab Haunching Diagram on Sheet No. __ for determining thickness of joint filler within the limits noted in the table of Joint Filler Dimensions. <br />
<br />
<br />
'''H2b3. Additional Notes for Panels on Steel Spans'''<br />
<br />
'''(H2b3.1) Place as third note under Joint Filler heading in the General Notes. '''<br />
:Thicker material shall be used on one or both sides of the <u>girder</u> <u>beam</u> to reduce cast-in-place concrete thickness to within tolerances. <br />
<br />
'''(H2b3.2) Place as fourth note under Joint Filler heading in the General Notes. '''<br />
:The same thickness of material shall be used under any one edge of any panel except at splices, and the maximum change in thickness between adjacent panels shall be 1/4 inch to correct for variations from <u>Girder</u> <u>Beam</u> Camber Diagram. The polystyrene bedding material may be cut to match haunch height above top of flange.<br />
<br />
'''(H2b3.3) References the slab thickness above the panel shown in Section A-A. '''<br />
:Adjustment in the slab thickness, joint filler, or grade will be necessary if the <u>girder</u> <u>beam</u> camber after erection differs from plan camber by more than the % of dead load deflection due to the weight of structural steel. No payment will be made for additional labor or materials for the adjustment.<br />
<br />
'''(H2b3.5) Place as second note under Joint Filler heading in the General Notes. '''<br />
:The thickness of the joint filler shall be adjusted to achieve the slab haunching dimension found on Sheet No. __. These adjustments shall be within the limits noted in the table of Joint Filler Dimensions.<br />
<br />
==== H2c. Prestressed Girders and Beams====<br />
<br />
'''H2c1. Notes for all Girders and Beams. Place in general notes unless otherwise specified. ''' <br />
<br />
'''(H2c1.1)'''<br />
:Concrete for prestressed <u>girders</u> <u>beams</u> shall be Class A-1 with f'<sub>c</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi and f'<sub>ci</sub> = <u>&nbsp;&nbsp;&nbsp;&nbsp;</u> psi.<br />
<div id="(H2c1.3)"></div><br />
'''(H2c1.3)'''<br />
:Use ___ strands, <u>1/2</u> <u>0.6</u>"ø Grade 270, with an initial prestress force of <u>&nbsp;&nbsp;&nbsp;</u> kips.<br />
<br />
'''(H2c1.4) '''<br />
:Pretensioned members shall be in accordance with Sec 1029.<br />
<br />
'''(H2c1.5) '''<br />
:Fabricator shall be responsible for location and design of lifting devices. <br />
<div id="(H2c1.7)"></div><br />
'''(H2c1.7) All girders and beams except double-tee girders. Top flange blockout for multiple span NU girders only. Application of bond breaker for prestressed panel decks on NU girders and spread beams only.'''<br />
:Exterior and interior <u>girders</u> <u>beams</u> are the same except: coil ties, <u>top flange blockout,</u> <u>application of bond breaker,</u> <u>coil inserts for slab drains,</u> <u>holes for steel intermediate diaphragms</u>.<br />
<br />
'''(H2c1.9) Use when the camber diagram is placed on another sheet. '''<br />
:For <u>Girder</u> <u>Beam</u> Camber Diagram, see Sheet No. __. <br />
<br />
<div id="(H2c1.10)"></div><br />
'''(H2c1.10) Use when steel intermediate diaphragms are present.'''<br />
:The 1 1/2"ø holes shall be cast in the web for steel intermediate diaphragms. Drilling is not allowed. For location of holes and details of steel intermediate diaphragms, see Sheet No. __.<br />
<br />
'''(H2c1.15) Use when slab drains are present. Use <u>drain blockouts</u> for double-tee girders, otherwise use <u>coil inserts at slab drains</u>. '''<br />
:For location of <u>coil inserts at slab drains</u> <u>drain blockouts</u>, see Sheet No. __. <br />
<br />
'''(H2c1.25) Place near vent hole details for stream crossings only for girder structures. Use <u>(one end only)</u> for flat grades otherwise use <u>upgrade</u>. '''<br />
:Place vent holes at or near <u>upgrade</u> 1/3 point of girders <u>(one end only)</u> and clear reinforcing steel and strands by 1 1/2" minimum <u>and steel intermediate diaphragms bolt connection by 6" minimum</u>. <br />
<br />
<div id="(H2c1.38)"></div><br />
'''(H2c1.38) '''<br />
:For location of coil ties at <u>concrete diaphragms</u> <u>and integral bents</u>, see Sheet<u>s</u> No. __<u>and</u> __. <br />
<br />
'''(H2c1.44) Place near strand arrangement detail when strands are debonded (primarily with beams).'''<br />
:All strands are fully bonded unless otherwise noted.<br />
<br />
'''(H2c1.46) Place near strands at girder or beam ends detail with non-integral bents. Adjust the details accordingly. '''<br />
:Prestressing strands at End Bents No. __ and __ <u>and Intermediate</u> <u>Bents</u> No. __ and __ shall be trimmed to within 1/8 inch of concrete if exposed, or 1 inch of concrete if encased. Exposed ends of girders shall be given 2 coats of an asphalt paint. Ends of girders which will be encased in concrete diaphragms shall not be painted. <br />
<br />
<br />
'''H2c2. Additional NU-Girder Notes. Place with H2c1 general notes.''' <br />
<br />
<div id="(H2c2.2)"></div><br />
'''(H2c2.2) Use for NU 35 and NU 43 only '''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the girders during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not drill holes in the girders. <br />
<br />
'''(H2c2.3) '''<br />
:Alternate bar reinforcing steel details are provided and may be used. The same type of reinforcing steel shall be used for all girders in all spans. <br />
<br />
<div id="(H2c2.10)"></div><br />
<br />
'''H2c3. Additional Double-Tee Girder Notes. Place with H2c1 general notes. '''<br />
<br />
'''(H2c3.1) '''<br />
:Girders shall be handled and erected into position in a manner that will not impair the strength of the girder. <br />
<br />
'''(H2c3.2) '''<br />
:The vertical face of the exterior girder that will be in contact with the slab shall be roughened by sand blasting, or other approved methods, to provide suitable bond between girder and slab. <br />
<br />
'''(H2c3.3) '''<br />
:All exposed edges of concrete shall have a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H2c3.4) '''<br />
:Payment for edge block will be considered completely covered by the contract unit price for the double-tee girders. <br />
<br />
'''(H2c3.5) '''<br />
:Provide lifting loops in each end of double-tee girder, located near center of stem, 2 feet from each end. <br />
<br />
'''(H2c3.6) '''<br />
:Adequate reinforcing other than the specified welded wire fabric may be used with the approval of the engineer. <br />
<br />
'''Use notes H2c3.10 and H2c3.11 when a thrie beam bridge rail is used. '''<br />
<br />
'''(H2c3.10) '''<br />
:See slab sheet for spacing of rail posts. <br />
<br />
'''(H2c3.11) '''<br />
:See thrie beam rail sheet for details of bolt spacing at rail posts and anchor bolt lengths. <br />
<br />
<div id="H2c4. Additional Prestressed Concrete Box Beam Notes"></div><br />
<br />
'''H2c4. Blank'''<br />
<br />
<br />
'''H2c5. Blank '''<br />
<br />
<br />
'''H2c6. Camber Diagram & Slab Haunching or Slab Thickness Diagram '''<br />
<div id="(H2c6.1)"></div><br />
<br />
'''(H2c6.1) Place with camber diagram '''<font color="purple">[MS Cell]</font color="purple">''' for all girders and beams. '''<br />
:Conversion factors for <u>girder</u> <u>beam</u> camber (Estimated at 90 days): <br />
<br />
:'''Use with spans 75' and greater in length. '''<br />
:0.1 pt. = 0.314 x 0.5 pt. <br />
:0.2 pt. = 0.593 x 0.5 pt. <br />
:0.3 pt. = 0.813 x 0.5 pt. <br />
:0.4 pt. = 0.952 x 0.5 pt. <br />
<br />
:'''Use with spans less than 75' in length. '''<br />
:0.25 pt. = 0.7125 x 0.5 pt. <br />
<div id="Place notes H2c6.10 thru H2c6.14"></div><br />
'''Place notes H2c6.10 thru H2c6.14 with slab haunching diagram '''<font color="purple">[MS Cell]</font color="purple">''' (slab thickness diagram '''<font color="purple">[MS Cell]</font color="purple">''' for double-tee girders and adjacent beams). '''<br />
<br />
'''(H2c6.10) Omit underlined haunch segments for double-tee girders and adjacent beams. The minimum embedment sentence is not applicable for Box Beams. Omit hairpin bar when not used on the plan details.'''<br />
:If <u>girder</u> <u>beam</u> camber is different from that shown in the camber diagram, in order to maintain minimum slab thickness, <u>an adjustment of the slab haunches,</u> an increase in slab thickness or a raise in grade uniformly throughout the structure shall be necessary. <u>The haunch shall be limited to ensure the projecting girder reinforcement</u> <u>or hairpin bar</u> <u>is embedded into slab at least 2 inches.</u> No payment will be made for additional labor or materials required for variation in <u>haunching,</u> slab thickness or grade adjustment. <br />
<br />
'''(H2c6.11) Omit “haunches” for double-tee girders and adjacent beams. '''<br />
:Concrete in the slab <u>haunches</u> is included in the Estimated Quantities for Slab on Concrete <u>I-Girder</u> <u>Bulb-Tee Girder</u> <u>NU-Girder</u> <u>Beam</u> <u>Adjacent Beam</u> <u>(with Transparent Forms)</u>. <br />
<br />
'''(H2c6.13) Use only for double-tee girders and adjacent beams. Underline part only required when the slab thickness within parabolic crown is less than the minimum slab thickness. A = minimum slab thickness. B = slab thickness at crown centerline. '''<br />
:The slab is to be built parallel to grade and to a minimum thickness of '''''A''''' <u>(Except varies from '''''A''''' to '''''B''''' within parabolic crown)</u>. <br />
<br />
'''(H2c6.14) Use only if the camber diagram is located on the girder or beam sheet. '''<br />
:See <u>girder</u> <u>beam</u> sheet for <u>girder</u> <u>beam</u> camber diagram. <br />
<br />
<br />
'''H2c7. Steel Intermediate Diaphragms ''' <br />
<br />
'''(H2c7.1) For the location of (*), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(*) In lieu of 2 1/2" outside diameter washers, contractor may substitute a 3/16" (Min. thickness) plate with four 15/16"ø holes and one hardened washer per bolt. <br />
<br />
'''(H2c7.2) For the location of (**), see [[751.22 Prestressed Concrete I Girders#751.22.3.11 Steel Intermediate Diaphragms|EPG 751.22.3.11 Steel Intermediate Diaphragms]]. '''<br />
:(**) Bolts shall be tightened to provide a tension of one-half that specified in Sec 712 for high strength bolt installation. ASTM F3125 Grade A325 Type 1 bolts may be substituted for and installed in accordance with the requirements for the specified A307 bolts. <br />
<br />
'''(H2c7.3) '''<br />
:All diaphragm materials including bolts, nuts, and washers shall be galvanized. <br />
<br />
'''(H2c7.4) '''<br />
:Fabricated structural steel shall be ASTM A709 Grade 36 except as noted. <br />
<br />
'''(H2c7.5) '''<br />
:Payment for furnishing and installing steel intermediate diaphragms will be considered completely covered by the contract unit price for Steel Intermediate Diaphragm for P/S Concrete Girders. <br />
<br />
'''(H2c7.6) '''<br />
:Shop drawings will not be required for steel intermediate diaphragms and angle connections. <br />
<br />
<br />
'''H2c8. Concrete Diaphragms at Intermediate Bents '''<br />
<br />
'''(H2c8.1) Place near diaphragm details for all girders and beams except for double-tee girders at the following grades: 16” > 5%, 22” > 4% and 30” > 3%. '''<br />
:Diaphragms at intermediate bents shall be built vertical.<br />
<br />
=== H3. Bearings ===<br />
<br />
<br />
==== H3a. Type C & D ====<br />
<br />
'''The following notes apply to Type C Bearings.'''<br />
<br />
'''(H3.1)'''<br />
:Anchor bolts for Type C bearings shall be 1"ø ASTM F1554 Grade 55 swedged bolts, with no heads or nuts and shall extend 10" into the concrete. Swedging shall be 1" less than the extension into the concrete. Anchor bolts shall be set in the drilling holes or in the anchor bolt wells and grouted prior to the erection of steel. The top of anchor bolts shall be set approximately 1/4" below the top of bearing. <br />
<br />
'''(H3.2)'''<br />
:Anchor bolts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.3)'''<br />
:Weight of the anchor bolts for the bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.4) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.5)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following notes apply to Type D Bearings.'''<br />
<br />
'''(H3.6)'''<br />
:Anchor bolts for Type D bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.7)'''<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H3.8)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.9) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.10)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type D Bearings Modified.'''<br />
<br />
'''(H3.11)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3b. Type E ====<br />
<br />
'''The following notes apply to Type E Bearings.'''<br />
<br />
'''(H3.15)'''<br />
:Anchor bolts for Type E bearings shall be <u>1 1/4"&oslash;</u> <u>1 1/2"&oslash;</u> ASTM F1554 Grade 55 swedged bolts and shall extend <u>12"</u> <u>15"</u> into the concrete with ASTM A563 Grade A Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Use ASTM F436 hardened washers for the fixed bearings and no heavy hex nuts or hardened washers for the expansion bearings. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.16''')<br />
:Anchor bolts, hardened washers and heavy hex nuts shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.17)'''<br />
:Weight of the anchor bolts, hardened washers and heavy hex nuts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
'''(H3.18) <font color="purple">[MS Cell]</font color="purple">'''<br />
:[[Image:751.50 finish mark.gif]] Indicates machine finish surface.<br />
<br />
'''(H3.20)'''<br />
:A lubricant coating shall be applied in the shop to both mating surfaces of the bearing assembly. The lubricant, method of cleaning, and application shall meet the requirements of MIL-L-23398 and MIL-L-46147. The coated areas shall be protected for shipping and erection.<br />
<br />
'''(H3.21)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
<br />
'''The following note applies to Type E Bearings Modified.'''<br />
<br />
'''(H3.22)'''<br />
:Place the heads of 3/4"&oslash; bolts on the bottom side of the top bearing plate.<br />
<br />
==== H3c. Type N PTFE ====<br />
<br />
'''(H3.24)''' <br />
:Design coefficient of friction equals _____.<br />
<br />
'''(H3.24.1)'''<br />
:The PTFE surface shall be <u>flat</u> <u>dimpled</u>.<br />
<br />
'''(H3.24.2) Use for Dimpled PTFE only'''<br />
:The depth of the dimples shall be at least 0.08 inch but less than one-half the PTFE thickness and the diameter shall be no more than 0.32 inch. Dimples shall be uniformly distributed and cover greater than 20% but less than 30% of the entire PTFE surface area. Dimples shall not be placed to intersect the edge of the PTFE surface.<br />
<br />
'''(H3.24.3) Use for Dimpled PTFE only''' <br />
:Dimpled PTFE surfaces shall be lubricated with silicone grease meeting the Society of Automotive Engineers Specification SAE-AS8660.<br />
<br />
'''(H3.25) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.26) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.27)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.28)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
<br />
'''Use the following note when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized.'''<br />
<br />
'''(H3.29) Use grade per Design Comps.'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating.<br />
<br />
<div id="Use the following note when ASTM A709 Grade 50W steel"></div><br />
'''Use the following note when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
<div id="(H3.29.1)"></div><br />
'''(H3.29.1)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum. The stainless steel plate shall be protected from any coating</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material. <br />
<div id="(H3.29.2)"></div><br />
'''Use the following note when steel superstructure is galvanized. '''<br />
<br />
'''(H3.29.2)'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. The stainless steel plate shall be protected from galvanizing. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.30)'''<br />
:Type N PTFE Bearings shall be in accordance with Sec 716.<br />
<br />
'''(H3.31)'''<br />
:PTFE surface shall be fabricated as a single piece. Splicing will not be permitted. <br />
<br />
'''(H3.32)'''<br />
:Stopper plates <u>and straps</u> shall be provided to prevent loss of support due to creeping of PTFE bearings. Payment for fabricating and installing the stopper plates <u>and straps</u> will be considered completely covered by the contract unit price for Type N PTFE Bearing.<br />
<br />
'''(H3.33)'''<br />
:The bottom face of the 1/8" stainless steel plate that is welded to the sole plate shall be lubricated with a lubricant that is approved by the bearing manufacturer.<br />
<br />
==== H3d. Laminated Neoprene Pad Assembly ====<br />
<br />
'''(H3.45) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be <u>1 1/2"&oslash;</u> <u>2"&oslash;</u> <u>2 1/2"&oslash;</u> ASTM F1554 Grade <u>55</u> <u>105</u> swedged bolts and shall extend <u>15"</u> <u>18"</u> <u>25"</u> into the concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Swedging shall be 1" less than extension into the concrete.<br />
<br />
'''(H3.46) Remove underline portion when superstructure is galvanized or where weathering steel is not being coated.'''<br />
:Anchor bolts and heavy hex nuts shall be <u>coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or</u> galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.47)'''<br />
:Neoprene Elastomeric Pads shall be <u>60</u> <u>70</u> Durometer.<br />
<br />
'''(H3.48)'''<br />
:Anchor bolts shall be at the centerline of slotted hole at 60&deg;F. Bearing position shall be adjusted '''R''' for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H3.49) Use grade per Design Comps. Use when ASTM A709 Grade 50W steel is not used for superstructure and when steel superstructure is not galvanized. '''<br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<div id="(H3.49.1) Use when ASTM A709 Grade 50W steel"></div><br />
'''(H3.49.1) Use when ASTM A709 Grade 50W steel is used for superstructure. Use the underlined portion at/near expansion joints where bearings are within the coating limits as required in [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081.10.3.4].'''<br />
:Structural steel for sole plate shall be ASTM A709 Grade 50W <u>and shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum</u>. The welds shall have corrosion resistance and weathering characteristics compatible with the base material.<br />
<div id="(H3.49.2)"></div><br />
'''(H3.49.2) Use the following note when steel superstructure is galvanized.''' <br />
:Structural steel for sole plate shall be ASTM A709 Grade <u>36</u> <u>50</u> and shall be galvanized in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081]. Galvanizing material shall be omitted or removed one inch clear of field weld locations. The method used to omit or remove the galvanizing material shall be masking, grinding or other methods as approved by the engineer. Field galvanize the field weld area in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1081] by zinc alloy stick method.<br />
<br />
'''(H3.50)'''<br />
:Laminated Neoprene Bearing Pad Assembly shall be in accordance with Sec 716.<br />
<br />
==== H3e. Flat Plate, Rolled Steel Plates (Deck Girders) & Carbon Steel Castings (Truss) ====<br />
<br />
'''The following notes apply to Flat Plate Bearings.'''<br />
<br />
'''(H3.65)'''<br />
:Flat plate bearings shall be straightened to plane surfaces.<br />
<br />
'''(H3.66)'''<br />
:Anchor bolts shall be 1"&oslash; ASTM F1554 Grade 55 swedged bolts, 10" long with no heads or nuts. Top of anchor bolts shall be set approximately 1/2" above top of bottom flange.<br />
<br />
'''(H3.67)'''<br />
:Bottom flange of beam <u>and bevel</u> plate shall have 1 1/4"&oslash; holes at fixed end and 1 1/4" x 2 1/2" slots at expansion end.<br />
<br />
'''(H3.68)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
'''(H3.69)'''<br />
:Weight of the anchor bolts for bearings are included in the weight of the Fabricated Structural Steel.<br />
<br />
<br />
'''The following notes apply to Rolled Steel Bearing Plates (Deck Girder Repair and Widening).'''<br />
<br />
'''(H3.70)'''<br />
:Material shall be ASTM A709 Grade 36 steel. Holes in 7/8" plates for 3/4" x 2 1/4" and 1 1/2" x 3" anchors shall be made for a driving fit. After anchors are driven in place, anchors shall be lightly tack welded to the 7/8" plates.<br />
<br />
'''(H3.71)'''<br />
:Edge A shall be rounded (1/16" to 1/8" radius).<br />
<br />
<br />
'''The following notes apply to Carbon Steel Casting (Truss).'''<br />
<br />
'''(H3.75)'''<br />
:All fillets shall have a 3/4" radius.<br />
<br />
'''(H3.76) Use Grade A Heavy Hex nuts with Grade 55 bolts. Use Grade DH Heavy Hex nuts with Grade 105 bolts.'''<br />
:Anchor bolts shall be 1 1/2"&oslash; ASTM F1554 Grade <u>55</u> <u>105</u> swedge bolts and shall extend 15" into concrete with ASTM A563 Grade <u>A</u> <u>DH</u> Heavy Hex nuts. Actual manufacturer's certified mill test reports (chemical and mechanical) shall be provided. Furnish one 4"&oslash; pin, AISI C1042, with 2 heavy hexagon pin nuts.<br />
<br />
'''(H3.77)'''<br />
:Material for bearing shall be carbon steel castings and will be considered completely covered by the contract unit price for Carbon Steel Castings. Pins, anchor bolts, heavy hexagon nuts, pipe and rolled steel bearing plates will be considered completely covered by the contract unit price for Structural Carbon Steel.<br />
<br />
'''(H3.78)'''<br />
:Shop drawings are not required for the lead plates and the preformed fabric pads.<br />
<br />
====H3f. Pot Bearing Pad Assembly====<br />
<br />
'''(H3.79)'''<br />
<br />
:The bearing design shall conform to the provisions of the latest edition of AASHTO LRFD Bridge Design Specifications.<br />
<br />
'''(H3.80)'''<br />
<br />
:The contractor, in coordination with the bearing manufacturer, shall be responsible for sizing the sole plate and masonry plate and determining the size, number, and location of anchor bolts based on the load and movement capacities, indicated in the Bearing Data.<br />
<br />
'''(H3.81)'''<br />
<br />
:The contractor shall submit calculations sealed by a Professional Engineer, licensed in the state of Missouri, indicating conformance with design load and material criteria in the contract documents.<br />
<br />
'''(H3.82)'''<br />
<br />
:'''(1)''' Maximum vertical dimension of the complete bearing. If the actual bearing dimension differs, adjustments shall be made in the thickness of the sole plate, masonry plate and concrete pad as needed by the contractor at no additional cost to the owner. Contractor shall submit proposed method of adjustment to Engineer for approval.<br />
<br />
'''(H3.83)'''<br />
<br />
:'''(2)''' Estimated horizontal dimension of the pot bearing device. If the actual dimension differs, adjust the size of the sole plate and masonry plate as needed by the contractor at no additional cost to the owner.<br />
<br />
'''(H3.84)'''<br />
<br />
:'''(5)''' The temperature of the steel adjacent to the elastomeric should be kept below 250°F.<br />
<br />
'''(H3.85)'''<br />
<br />
:The Dimension H in the Bearing Data Table represents the assumed total height of bearing mechanism between the sole plate and masonry plate used by the designer to establish the pedestal elevations. <br />
<br />
'''(H3.86)'''<br />
<br />
:The bearings shall be manufactured pot bearings, designed for the load and movement capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.87)'''<br />
<br />
:All expansion Bearings shall have maximum friction coefficient of 3%.<br />
<br />
'''(H3.88)'''<br />
<br />
:Steel for pot bearings shall be AASHTO M270 Grade 50 and shall be galvanized. Steel for sole plate and masonry plates shall be AASHTO M270 Grade 50.<br />
<br />
'''(H3.89)'''<br />
<br />
:Anchor bolts shall conform to ASTM F1554 Grade 55. The anchor bolts shall be the swedge-type and shall have a minimum diameter of 1 1/2-inches and extend a minimum of __-inches into the concrete. Swedging shall be 1-inch less than the extension into the concrete.<br />
<br />
'''(H3.90)'''<br />
<br />
:Anchor bolts shall be installed using a hardened steel washer at each exposed location.<br />
<br />
'''(H3.91)'''<br />
<br />
:Washers shall conform to ASTM F463.<br />
<br />
'''(H3.92)'''<br />
<br />
:Anchor bolts and hardened washers shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H3.93)'''<br />
<br />
:Certified mill test reports, conforming to the requirements of the specifications, for the metals of the pot bearing device, sole plate, masonry plate and anchor bolts shall be submitted.<br />
<br />
'''(H3.94)'''<br />
<br />
:The masonry plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.95)'''<br />
<br />
:The sole plate shall be prepared per the specifications and shop-coated with two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
'''(H3.96)'''<br />
<br />
:The bearing device, sole plate and masonry plate shall be assembled in the shop and the bearing assembly shall be field welded to the bottom flange of the steel cap beam. The welds shall be designed for the load capacities indicated in the Bearing Data Table.<br />
<br />
'''(H3.97)'''<br />
<br />
:After installation of the bearings, any uncoated or damaged surfaces of the masonry and sole plates shall be prepared in accordance with the specifications and field-coated with inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum.<br />
<br />
<br />
'''(H3.98)'''<br />
<br />
:After installation of the bearings and field-applied prime coats, the surfaces of the masonry and sole plates shall be field-coated with System G intermediate and finish coat.<br />
<br />
'''(H3.99)'''<br />
<br />
:All bearings shall be marked prior to shipping. The marks shall include the bearing location on the bridge and a direction arrow that points up-station. All marks shall be permanent and be visible after the bearing is installed.<br />
<br />
'''(H3.100)'''<br />
<br />
:The pot bearing device, sole plate, masonry plate, anchor bolts, washers, anchor bolts wells and any other appurtenances included in the fabrication and installation of the pot bearing device shall be incidental to the pay item Pot Bearings.<br />
<br />
'''(H3.101)'''<br />
<br />
:Whenever jacking of the Superstructure is needed to reset the bearings, the contractor shall submit a jacking sequence for approval.<br />
<br />
=== H4. Conduit System ===<br />
<br />
'''(H4.1)'''<br />
:Cost of furnishing and placing anchor bolts for light standard will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H4.2) Use for all conduits. Use underlined portions when encased in concrete barrier and/or wing.'''<br />
:All conduits shall be rigid nonmetallic schedule 40 heavy wall polyvinyl chloride (PVC) with <u>3 ½-inch minimum cover in barrier</u> <u>and 4 ½-inch minimum cover in abutment wing</u>. Each section of conduit shall bear the Underwriters Laboratories (UL) label.<br />
<br />
'''(H4.2.1) Use for all conduits when conduit clamps are required. Also see Note H4.10.'''<br />
:All conduit clamps shall be commercially-available, nonmetallic conduit clamps and approved by the engineer.<br />
<br />
'''(H4.2.2)''' <br />
:Anchor bolts and nuts shall be ASTM F1554 Grade 55. Anchor bolts, nuts and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C, or ASTM B695, Class 55. <br />
<br />
'''(H4.3)'''<br />
:Shift reinforcing steel in field where necessary to clear conduit and junction boxes.<br />
<br />
'''(H4.4)'''<br />
:Light standards, wiring and fixtures shall be furnished and installed by others.<br />
<br />
'''(H4.5)'''<br />
:Top of light standard supports shall be made horizontal; anchor bolts shall be placed vertically.<br />
<br />
'''(H4.6)'''<br />
:For details of <u>light standards,</u> <u>underdeck lighting,</u> <u>and wiring</u>, see electrical plans.<br />
<br />
'''(H4.7) Use for conduits to be encased in concrete at open, closed or filled joints. Use 150°F, 120°F for steel superstructure. Use 120°F, 110°F for concrete superstructure. Modify note to include giving the total expansion movement per expansion fitting if multiple fittings are used and movement is different, and delineate fittings on plans.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at filled joints</u> using a maximum temperature range of <u>150</u> <u>120</u>°F and a maximum temperature of <u>120</u> <u>110</u>°F.<br />
<br />
'''(H4.7.1) Use for conduits not to be encased in concrete and for structures with open or closed joints in the superstructure.'''<br />
:Expansion fittings shall be placed as shown and set in accordance with the manufacturer's requirements and based on the air temperature at the time of setting given an estimated total expansion movement of<u>&nbsp;&nbsp;&nbsp; inches at open joints</u> <u>and</u> <u>&nbsp;&nbsp;&nbsp; inches at closed joints</u> using a maximum temperature range of 110°F. Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H.4.7.2) Use for conduits not to be encased in concrete and for structures without open or closed joints in the superstructure.'''<br />
:Additional expansion fittings beyond what is specified on the bridge plans shall be provided and placed in accordance with the conduit manufacturer’s recommendations.<br />
<br />
'''(H4.7.3) Use for multiple conduits to be encased in concrete.''' <br />
:Minimum clearance between conduits placed in barrier shall be 1”. <br />
<br />
'''(H4.8) Use "surface" mounting, except adjacent to sidewalks, where mounting box on existing concrete. Use "flush" mounting where box is to be encased in concrete.'''<br />
:All <u>end bent</u> <u>and</u> <u>barrier</u> junction boxes shall be PVC molded in accordance with Sec 1062 and designed for <u>flush</u> <u>surface</u> mounting. The conduit terminations shall be permanent or separable. The terminations and covers shall be of watertight construction and shall meet requirements for NEMA 4 or NEMA 4X enclosure.<br />
<br />
'''(H4.8.1) Use for all junction boxes to be encased in concrete at the roadway face of barrier.'''<br />
:Placement of junction boxes and covers, complete in place, shall be flush with the roadway face of barrier. Junction boxes and covers may be recessed up to ¼ inch.<br />
<br />
'''(H4.9) Use for all conduits not to be encased in concrete.'''<br />
:Weep holes shall be provided at low points or other critical locations to drain any moisture in the conduit system. Conduit shall be sloped to drain.<br />
<br />
'''(H4.9.1) Use for all conduits to be encased in concrete.''' <br />
:Drainage shall be provided at low points or other critical locations of all conduits and all junction boxes in accordance with Sec 707. All conduits shall be sloped to drain where possible.<br />
<br />
'''(H4.10) Use for all conduits when conduit clamps are required.'''<br />
:All conduits shall be secured to concrete with nonmetallic clamps at about 5'-0" cts. Concrete anchors for clamps shall be in accordance with Commercial Item Description (CID) A-A-1923A and shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C, ASTM B695, Class 55 or stainless steel. Minimum embedment in concrete shall be 1 3/4". The supplier shall furnish a manufacturer's certification that the concrete anchors meet the required material and galvanizing specifications.<br />
<br />
'''(H4.11) Use for junction box. '''<br />
:Junction box size shown on plan may require special order. Smaller junction box may be substituted if junction box meets conduit installation, clearance and project requirements.<br />
<br />
'''(H4.12) '''<br />
:MoDOT Construction Personnel: Indicate in field and on bridge plans for future work the exact location of buried conduit at ends of bridge that are capped and not immediately used.<br />
<br />
'''(H4.13) Use for payment of Conduit System.'''<br />
:Payment for furnishing and installing Conduit System, complete in place, will be considered completely covered by the contract lump sum price for Conduit System on Structure.<br />
<br />
=== H5. Expansion Joint Systems ===<br />
<br />
<br />
==== H5a. Finger Plate ====<br />
<br />
'''(H5.1) For stage construction or other special cases, see Structural Project Manager.'''<br />
:Finger plate shall be cut with a machine guided gas torch from one plate. The plate from which fingers are cut may be spliced before fingers are cut. The surface of cut shall be perpendicular to the surface of plate. The cut shall not exceed 1/8" in width. The centerline of cut shall not deviate more than 1/16" from the position of centerline of cut shown. No splicing of finger plate or finger plate assembly will be allowed after fingers are cut. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.2)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.3)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.4)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.5)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Finger Plate) per linear foot.<br />
<br />
'''(H5.6)'''<br />
:Concrete shall be forced under and around finger plate supporting hardware, anchors, angles and bars. Proper consolidation shall be achieved by localized internal vibration.<br />
<div id="(H5.7)"></div><br />
'''(H5.7) Use note for steel structures. Use underlined portion when drainage trough is used.''' <br />
:All holes shown for connections shall be subpunched 11/16-inch diameter (shop or field drill) and reamed to 13/16-inch diameter in field, except holes in members that will be used as templates <u>and holes for the drainage trough</u> may be drilled to 13/16-inch diameter in the shop. For multi-piece connections, only the holes in the template member may be drilled to 13/16-inch diameter in the shop.<br />
<br />
'''(H5.8) Place note near "Plan of Slab".'''<br />
:'''"the web of W14 x 43" is for steel structures'''<br />
:'''"the 3/4" vertical mounting plate" is for P/S structures.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>the web of W14 x 43</u> <u>and</u> <u>the 3/4" vertical mounting plate</u> at the expansion device.<br />
<br />
'''(H5.9)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.10)''' <br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5b. Flat Plate ====<br />
<br />
'''(H5.16)'''<br />
:Expansion device shall be fabricated in one section, except for stage construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion device shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.17)'''<br />
:Plan dimensions are based on installation at 60&deg;F. The expansion gap and other dimensions shall be increased or decreased <u>&nbsp;&nbsp;&nbsp;</u>" for each 10&deg; fall or rise in temperature at installation.<br />
<br />
'''(H5.18)'''<br />
:Material for the expansion device shall be ASTM A709 Grade 36 structural steel. Anchors for the expansion device shall be in accordance with Sec 1037.<br />
<br />
'''(H5.19)'''<br />
:Structural steel for the expansion device and barrier plate shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.20)'''<br />
:Payment for furnishing, coating or galvanizing and installing the structural steel for the expansion device will be considered completely covered by the contract unit price for Expansion Device (Flat Plate) per linear foot.<br />
<br />
'''(H5.21)'''<br />
:Concrete shall be forced under and around the flat plate, anchors and angles. Proper consolidation shall be achieved by localized internal vibration. Finishing of the concrete shall be achieved by hand finishing within one foot of the expansion device. The vertical and horizontal concrete vent holes shall be offset from each other. Do not alternate holes at the 12" spacing.<br />
<br />
'''(H5.22) Use this note when expansion device is at an end bent.'''<br />
:Bevel plates shall be used at end bents when the grade of the slab at the expansion device is 3% or more.<br />
<br />
'''(H5.23) Place this note near "Plan of Slab".'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall not be more than &plusmn;1" from <u>vertical plate</u> <u>and</u> <u>the vertical leg of the angle</u> at the expansion device.<br />
<br />
'''(H5.24)'''<br />
:Complete joint penetration welds utilized in the fabrication of the expansion device shall be nondestructively tested by an approved method.<br />
<br />
'''(H5.25)'''<br />
:Barrier plate anchors shall be a drilled cone expansion or a cast-in-place wing type threaded insert. The minimum ultimate pullout capacity for these anchors shall be 2700 lbs in f'c = 4000 psi concrete. Lead anchors will not be permitted. Holes in the barrier for anchors shall not be drilled until the concrete is at least 7 days old.<br />
<br />
==== H5c. Preformed Compression Seal (Notes for Bridge Standard Drawings) ====<br />
<br />
'''(H5.31)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
'''(H5.33)'''<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36. Anchors for the expansion joint system shall be in accordance with Sec 1037. Preformed compression seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.34)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.35)'''<br />
:Concrete shall be forced under armor angle and around anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.36) Place this note near "Plan of Slab" also.''' <br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the angle at the expansion joint system. <br />
<br />
<br />
'''Place the following notes (H5.37 and H5.38) near the "Table of Transverse Preformed Compression Seal Expansion Joint System Dimensions".'''<br />
<br />
'''(H5.37)'''<br />
:Depth of seal shall not be less than width of seal.<br />
<br />
'''(H5.38) '''<br />
:Size of armor angle: Vertical leg of angle shall be a minimum of Manufacturer’s Recommended Height ③ + 3/4". Horizontal leg of angle shall be a minimum of 3". Minimum thickness of angle shall be 1/2". <br />
<br />
'''(H5.39)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.40)'''<br />
:MoDOT Construction personnel will record the manufacturer and seal name that was used.<br />
<br />
==== H5d. Strip Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.46)'''<br />
:Expansion joint system shall be fabricated in one section, except for staged construction and when the length is over 50 feet. A complete joint penetration groove welded splice shall be required. Welds shall be ground flush to provide a smooth surface. The expansion joint system shall be fabricated and installed to the crown and grade of the roadway.<br />
<br />
:The strip seal gland shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet.<br />
<br />
'''(H5.47''')<br />
:Structural steel for the expansion joint system shall be ASTM A709 Grade 36 except the steel armor may be ASTM A709 Grade 50W. Anchors for the expansion joint system shall be in accordance with Sec 1037. Strip seal expansion joint system shall be in accordance with Sec 717.<br />
<br />
'''(H5.48)'''<br />
:Structural steel for the expansion joint system shall be coated with a minimum of two coats of inorganic zinc primer to provide a total dry film thickness of 4 mils minimum, 6 mils maximum, or galvanized in accordance with ASTM A123. Anchors need not be protected from overspray.<br />
<br />
'''(H5.49)'''<br />
:Concrete shall be forced under and around steel armor and anchors. Proper consolidation of the concrete shall be achieved by localized internal vibration.<br />
<br />
'''(H5.50) Place this note near "Plan of Slab" also.'''<br />
:Longitudinal reinforcing steel shall be placed so that ends shall be 1" from the vertical leg of the steel armor at the expansion joint system.<br />
<br />
'''(H5.51)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.52)'''<br />
:MoDOT Construction personnel will indicate the strip seal expansion joint system installed.<br />
<br />
'''(H5.53)'''<br />
:Steel armor may also be referred to as extrusion or rail.<br />
<br />
'''(H5.55) Use this note when polymer concrete is to be used next to strip seal.'''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
====H5e. [[751.13 Expansion Joint Systems#751.13.2 Preformed Silicone, EPDM, and Open Cell Foam Joint Seals|Preformed Silicone or EPDM Seal]] (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.56)'''<br />
:The seal shall be installed in joints in one continuous piece without field splices. Factory splicing will be permitted for joints in excess of 53 feet. <br />
<br />
'''(H5.58)''' <br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation. <br />
<br />
'''(H5.59)'''<br />
:MoDOT Construction personnel will indicate the type of seal used.<br />
<br />
'''(H5.60) Use this note when polymer concrete is to be used next to Preformed Silicone or EPDM Seal. '''<br />
:Polymer concrete shall be in accordance with Sec 623.<br />
<br />
'''(H5.61) Use this note when joint gap (opening) is wider than 3”.'''<br />
:Joint gap (opening) wider than 3" during installation may require use of backer rod to keep seal in place while adhesive is curing.<br />
<br />
====H5f. Open Cell Foam Joint Seal (Notes for Bridge Standard Drawings)====<br />
<br />
'''(H5.62)'''<br />
:Open cell foam joint seal size (width and depth) shall be determined by the manufacturer.<br />
:Manufacturer recommended seal size shall meet the movement and installation gap requirements and skew effect.<br />
<br />
'''(H5.63)'''<br />
:The open cell foam joint seal shall be installed according to the manufacturer's recommendations.<br />
<br />
'''(H5.64)'''<br />
:The installation temperature shall be taken as the actual air temperature averaged over the 24-hour period immediately preceding installation.<br />
<br />
'''(H5.65)'''<br />
:MoDOT construction personnel will record the manufacturer and seal name that was used.<br />
<br />
=== H6. Pouring and Finishing Concrete Slabs ===<br />
<br />
'''I-Beam, Plate Girder Bridges - Continuous Slabs'''<br />
<br />
<div style="padding: 0.3em; width: 210px; margin-left:10px; border:1px solid #a9a9a9; background:#f5f5f5"><br />
Also see note H6.20 for I-Beams.<br />
</div><br />
<br />
'''(H6.1)'''<br />
:The contractor shall pour and satisfactorily finish the slab pours at the rate given. Retarder, if used, shall be an approved type and retard the set of concrete to 2.5 hours.<br />
<br />
<br />
'''Prestressed Concrete Structures - Continuous Spans'''<br />
<br />
'''(H6.4)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours, and shall pour and satisfactorily finish the slab pours at the rate given.<br />
<br />
'''(H6.5)'''<br />
:End diaphragms at expansion devices may be poured with a construction joint between the diaphragm and slab, or monolithic with the slab.<br />
<br />
'''(H6.6) Note is not applicable for concrete diaphragms under expansion joints.'''<br />
:The concrete diaphragm at the <u>intermediate bents</u> <u>and integral</u> <u>end bents</u> shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured. <br />
<br />
<br />
'''Prestressed Double-Tee Concrete Structures'''<br />
<br />
'''(H6.9)'''<br />
:The diaphragms at the intermediate and end bents shall be poured a minimum of 30 minutes and a maximum of 2 hours before the slab is poured across the diaphragm at bents.<br />
<br />
'''(H6.10)'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the slab pours at not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Solid or Voided Slab Structure - Continuous and Simple Spans'''<br />
<br />
'''(H6.13) See [[751.10_General_Superstructure#751.10.1.12_Slab_Pouring_Sequences_and_Construction_Joints|EPG 751.10.1.12]] Slab Pouring Sequences and Construction Joints'''<br />
:The contractor shall furnish an approved retarder to retard the set of the concrete to 2.5 hours and shall pour and satisfactorily finish the roadway slab at a rate of not less than ___ cubic yards per hour. The contractor shall observe the transverse construction joints shown on the plans, unless the contractor is equipped to pour and satisfactorily finish the roadway slab at a rate which permits a continuous pouring through some or all joints as approved by the engineer.<br />
<br />
<br />
'''Steel and Prestressed Structures - Simple Spans'''<br />
<br />
'''(H6.15) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''<br />
:The contractor shall pour <u>up grade</u> and satisfactorily finish the roadway slab at a rate of not less than 25 cubic yards per hour.<br />
<br />
<br />
'''Widen, Extension, Repair, and Stage Construction'''<br />
<br />
'''(H6.17) Underline part not required when forms stay-in-place permanently. Place note on the plans when the closure pour is specified on the design layout.'''<br />
:Expansive Class B-2 concrete shall be used in the closure pour. <u>Forms shall be released before the closure pour.</u><br />
<br />
<br />
'''All Structures with Longitudinal Construction Joints'''<br />
<br />
'''(H6.18) The following note shall be used on all structures with slabs wider than 54' containing a longitudinal construction joint. The blank space shall be replaced by the value corresponding to the total roadway width divided by the larger pour width when the construction joint is used.'''<br />
:The longitudinal construction joint may be omitted with the approval of the engineer. When the longitudinal construction joint is omitted, the minimum rate of pour for alternate pouring sequences shall be increased by a factor of ____.<br />
<br />
<br />
'''Steel Superstructure Deck Replacements'''<br />
<br />
'''(H6.20) This note shall also be used for new I-Beam bridges.'''<br />
:The contractor shall provide bracing necessary for lateral and torsional stability of the beams during construction of the concrete slab and remove the bracing after the slab has attained 75% design strength. Contractor shall not weld on or drill holes in the beams. The cost for furnishing, installing, and removing bracing will be considered completely covered by the contract unit price for Slab on Steel <u>(with Transparent Forms)</u>.<br />
<br />
'''(H6.21) Omit “up grade” for flat bridges or where both negative and positive grades exist.'''</br><br />
''' If the basic rate required is greater than 25 cy/hr, check with the SPM before adding this note.'''<br />
:The contractor shall pour slab <u>up grade</u> from end to end at a minimum rate of 25 cubic yards per hour.<br />
<br />
'''(H6.22)'''<br />
:Alternate pour sequences may be submitted to the engineer for approval. Keyed construction joints shall be provided between pours.<br />
<br />
=== H7. Slab Drains===<br />
<br />
'''When steel slab drains are used, place Notes H7.1, H7.1.3 and H7.2 under the heading of Notes for Steel Drain. Place remaining notes thru Note H7.11 under the heading of General Notes.'''<br />
<br />
'''(H7.1) Remove underlined portion for cored slab drains.'''<br />
:Slab drains shall be fabricated <u>of either 1/4" welded sheets of ASTM A709 Grade 36 steel or</u> from 1/4" structural steel tubing ASTM A500 or A501.<br />
<br />
'''(H7.1.1) Note not required for continuous concrete slab bridges.'''<br />
:Slab drain bracket assembly shall be ASTM A709 Grade 36 steel.<br />
<br />
'''(H7.1.2) Use underlined portion with a new wearing surface over new slab or when cored angled drains are used.'''<br />
:The drain<u>s Pieces A and B</u> shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.2) Use for new slabs. Use first choice without a wearing surface and second choice with a wearing surface.'''<br />
:Outside dimensions of drain<u>s are 8" x 4"</u> <u>Piece A is 8 3/4" x 4 3/4" and Piece B is 8" x 4"</u>.<br />
<br />
'''(H7.3) Use note with new wearing surface over new slab.'''<br />
:Piece A shall be cast in the concrete slab. Prior to placement of wearing surface, Piece B shall be inserted into Piece A.<br />
<br />
'''(H7.4) Use underlined portion with a new wearing surface over new slab.'''<br />
:Locate drain<u>s Piece A</u> in slab by dimensions shown in Part Section Near Drain.<br />
<br />
'''(H7.5) Use for new slabs.'''<br />
:Reinforcing steel shall be shifted to clear drains.<br />
<br />
'''(H7.6) Use underlined portion with prestressed girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:The <u>coil inserts and</u> bracket assembly shall be galvanized in accordance with ASTM A123.<br />
<br />
'''(H7.7) Use underlined portion with weathering steel girders and beams. Note not required for continuous concrete slab bridges. '''<br />
:All bolts, hardened washers, lock washers and nuts shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C<u>, except as shown</u>.<br />
<br />
'''(H7.7.1)'''<br />
:All 1/2-inch diameter bolts shall be ASTM A307, except as noted.<br />
<br />
'''(H7.8) Use note when attaching to new girders and beams. Use “coil insert required” for prestressed girders, “coil inserts required” for prestressed beams and “bolt hole” for steel structures. '''<br />
:The <u>coil inserts required</u> <u>bolt hole</u> for the bracket assembly attachment shall be located on the <u>prestressed girder</u> <u>prestressed beam</u> <u>plate girder</u> <u>wide flange beam</u> shop drawings.<br />
<br />
'''(H7.8.1) Use note when attaching to existing steel girders and beams with new slab.'''<br />
:The bolt hole for the bracket assembly attachment shall be shifted to the minimum extent necessary to field drill in the existing web. <br />
<br />
'''(H7.8.2) Use note when attaching to weathering steel girders and beams. '''<br />
:The galvanized surfaces of drain support brackets shall be prepared according to the coating manufacturer's recommendation and field coated with a gray epoxy-mastic primer (non-aluminum) within a distance of 6 inches from the point of connection to the weathering steel structure.<br />
<br />
'''(H7.9) Use the underlined portion for all bridges except continuous concrete slab bridges. '''<br />
:Shop drawings will not be required for the slab drains <u>and the bracket assembly</u>.<br />
<br />
<br />
'''Place Notes H7.10 and H7.11 with prestressed girder and prestressed beam slab drain details.'''<br />
<br />
'''(H7.10)'''<br />
:Coil inserts shall have a concrete pull-out strength (ultimate load) of at least 2,500 pounds in 5,000 psi concrete.<br />
<br />
'''(H7.11) Bolts is plural for Prestressed box and slab beams that require two bolts.'''<br />
:The bolt<u>s</u> required to attach the slab drain bracket assembly to the prestressed <u>girder web</u> <u>beam</u> shall be supplied by the prestressed <u>girder</u> <u>beam</u> fabricator.<br />
<br />
<br />
'''Use Notes H7.13 thru H7.21 when fiberglass reinforced polymer (FRP) slab drains are used. Place Note H7.13 as the first note under the heading of General Notes. Place remaining notes under the heading of Notes for FRP Drain.'''<br />
<br />
'''(H7.13) '''<br />
:Contractor shall have the option to construct either steel or FRP slab drains. All drains shall be of same type. <br />
<br />
'''(H7.14) '''<br />
:Drains shall be machine filament-wound thermosetting resin tubing meeting the requirements of ASTM D2996 with the following exceptions:<br />
<br />
'''(H7.15) Use with new slabs.'''<br />
:Shape of drains shall be rectangular with outside interior nominal dimensions of 8” x 4”.<br />
<br />
'''(H7.16) '''<br />
:Minimum reinforced wall thickness shall be 1/4 inch.<br />
<br />
'''(H7.17) Underlined portion is for cored slab drains only.'''<br />
:The resin used shall be ultraviolet (UV) resistant and/or have UV inhibitors mixed throughout. Drains may have an exterior coating for additional UV resistance. <u>Care shall be taken to avoid damage to exterior coating during installation.</u><br />
<br />
'''(H7.18) The standard color shall be Gray (Federal Standard #26373). Optional colors which are the same colors allowed for steel superstructures include <u>Brown (Federal Standard #30045)</u> <u>Black (Federal Standard #17038)</u> <u>Dark Blue (Federal Standard #25052)</u> <u>Bright Blue (Federal Standard #25095)</u>. Consult with FRP drain manufacturer/supplier to verify optional color availability and cost.'''<br />
:The color of the slab drain shall be <u>Gray (Federal Standard #26373)</u>. The color shall be uniform throughout the resin and any coating used.<br />
<br />
'''(H7.19) '''<br />
:The combination of materials used in the manufacture of the drains shall be tested for UV resistance in accordance with ASTM D4239 Cycle A. The representative material shall withstand at least 500 hours of testing with only minor discoloration and without any physical deterioration. The contractor shall furnish the results of the required ultraviolet testing prior to acceptance of the slab drains.<br />
<br />
'''(H7.20) '''<br />
:At the contractor’s option, drains may be field cut. The method of cutting FRP slab drains shall be as recommended by the manufacturer to ensure a smooth, chip-free cut.<br />
<br />
'''(H7.21) Use only for angled drains. '''<br />
:Both upper and lower drain pieces shall be rigidly connected to each other. Drain flow shall not be obstructed. Approval of the engineer is required.<br />
<br />
<br />
'''Additional notes (H7.22 thru H7.28) for cored slab drains. Place with General Notes except as noted.'''<br />
<br />
'''(H7.22)''' <br />
:Cost of cored slab drains, complete in place, will be considered completely covered by the contract unit price for Cored Slab Drain per each.<br />
<br />
'''(H7.23)'''<br />
:Holes for slab drains shall be cored. Percussion drilling will not be permitted.<br />
<br />
'''(H7.24) Omit underlined portion when attaching to prestressed girders or beams.'''<br />
:Slab drain locations may be shifted the minimum extent necessary to avoid slab reinforcement <u>and to allow for field drilling bolt hole in web of existing beam for bracket assembly attachment</u>.<br />
<br />
'''(H7.25) Use underlined portion for angled drains.'''<br />
:<u>Piece B of</u> Cored slab drains shall be placed vertically.<br />
<br />
'''(H7.26) Include if curb outlets are being plugged.'''<br />
:For details of plugging existing curb outlets, see Sheet No. _.<br />
<br />
'''(H7.27) Place under Notes for Steel Drains.'''<br />
:Drains shall be inserted through slab such that damage to galvanized coating is minimized.<br />
<br />
'''(H7.28) Include for angled drains.'''<br />
:Use 1/2-inch diameter bolt with lock washer to attach Piece B to Piece A. Tap thread into Piece A.<br />
<br />
=== H8. Blank ===<br />
<br />
<br />
=== H9. Thrie Beam and Other Rail Types (Notes for Bridge Standard Drawings)===<br />
'''Place in General Notes on the rail sheet unless otherwise specified.'''<br />
<br />
'''(H9.1a) Use for all W-Beam, Thrie Beam, Two Tube and Single Tube (Low Profile) Structural Steel Guardrails without cap rail. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' '''Reference to Standard Plan 606.00 or 606.50 will work.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.)<br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail post using galvanized anchorage as shown on Missouri Standard Plan <u>606.00</u> <u>606.50</u> and in accordance with Sec 606. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>Bridge Rail (Two Tube Structural Steel)</u> <u>Low Profile Metal Bridge Rail (Single Tube)</u>.<br />
<br />
'''(H9.1b) Use for all W-Beam and Thrie Beam Guardrails with cap rail except for temporary bridges. (See [[620.5 Delineators (MUTCD Chapter 3F)#620.5.5 Guardrail Delineation|Guardrail Delineation]].)''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Guardrail delineators will be considered completely covered by the contract unit price for <u>Bridge Guardrail (W-Beam)</u>, <u>Bridge Guardrail (Thrie Beam).</u><br />
<br />
'''(H9.1c) Use for temporary bridges.''' (See [[751.50 Standard Detailing Notes#(H10.7.1) Notes shall be used on all barrier curbs|Note H10.7.1]] Guidance for using Part Note for Delineation Sheeting Requirements.) <br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides. Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use. <br />
<br />
'''Use following three notes for all W-Beam and Thrie Beam Guardrails with cap rail.'''<br />
<br />
'''(H9.2)'''<br />
:Panel lengths of channel members shall be attached continuously to a minimum of four posts and a maximum of six posts (except at end bents).<br />
<br />
'''(H9.3) Include reinforcement with new bridges except double-tees and temporary bridges. Include elastomeric material when a base plate is used except for temporary bridges. Use “other items” for temporary bridges. '''<br />
<br />
:All bolts, nuts, washers, <u>and</u> plates<u>,</u> <u>and reinforcement</u> <u>and elastomeric material</u> will be considered completely covered by the contract unit price for <u>Bridge</u> <u>Guardrail (W-Beam)</u> <u>Bridge Guardrail (Thrie Beam)</u> <u>other items</u>.<br />
<br />
'''(H9.4) Use underlined part for temporary bridges.'''<br />
:All steel connecting bolts and fasteners for posts and railing, and all anchor bolts, nuts, washers and plates shall be galvanized after fabrication <u>except for bottom plate</u>. Protective coating and material requirement of steel railing shall be in accordance with Sec 1040.<br />
<br />
'''(H9.5) Use post instead of blockout for temporary bridges. For 38-inch two tube rails use the larger shims.'''<br />
:Rail posts shall be set perpendicular to roadway profile grade, vertically in cross section and aligned in accordance with Sec 713 except that the rail posts shall be aligned by the use of <u>3 x 1 3/4-inch</u> <u>6 1/2 x 6 1/2-inch</u> shims such that the post deviates not more than 1/2 inch from true horizontal alignment after final adjustment. The shims shall be placed between the <u>blockout</u> <u>post</u> and the <u>thrie beam</u> rail. The thickness of the shims shall be determined by the contractor and verified by the engineer before ordering material for this work.<br />
<br />
'''(H9.6.1) Use when a base plate is bearing on concrete except for temporary bridges.''' <br />
:Rail posts shall be seated on 1/16-inch elastomeric pads having the same dimensions as the post base plate. Such pads may be any elastomeric material, plain or fibered, having hardness (durometer) of 50 or above, as certified by the manufacturer. Additional pads or half pads may be used in shimming for alignment. Post heights shown will increase by the thickness of the pad. <br />
<br />
'''(H9.6.2) Use note for base plates set on grout pads (38-inch Two Tube Rail).'''<br />
:Rail posts shall be set plumb and aligned in accordance with Sec 713.<br />
<br />
'''Use H9.7 thru H9.19 for Thrie Beam Guardrail only.'''<br />
<br />
'''(H9.7)'''<br />
:At the expansion slots in the thrie beam rails and channels, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.8) Use post instead of blockout for temporary bridges. '''<br />
:At the thrie beam connection to <u>blockout</u> <u>post</u> on wings, the bolts shall be tightened and backed off one-half turn and the threads shall be burred.<br />
<br />
'''(H9.9)'''<br />
:Minimum length of thrie beam sections is equal to one post space.<br />
<br />
'''(H9.10)'''<br />
:A 5/8-inch diameter button-head, oval shoulder bolt with a minimum 3/8-inch thick hex nut shall be used at all slots. <br />
<br />
'''(H9.11)'''<br />
:Thrie beam guardrail on the bridge shall be 12-gauge steel.<br />
<br />
'''(H9.12) Use top plates instead of cap rail angles for temporary bridges.'''<br />
:Posts, <u>cap rail angles,</u> <u>top plates,</u> <u>base</u> <u>bent</u> <u>post</u> plates, <u>blockouts,</u> channels and channel splice plates shall be fabricated from ASTM A709 Grade 36 steel and galvanized.<br />
<div id="(H9.13) Use for placement"></div><br />
<br />
'''(H9.13) Use for placement or replacement of end treatment with thrie beam rail.'''<br />
:<u>Cost for providing holes for new guardrail attachment will be considered completely covered by the contract unit price for other items.</u> <br />
<br />
'''(H9.15) Use post instead of blockout for temporary bridges.'''<br />
:Flat washers 3 x 1 3/4 x 3/16-inch minimum shall be used at all post bolts between the bolt head and beam. The washers shall be rectangular in shape with an 11/16 x 1-inch slot, or when necessary of such design as to fit the contour of the beam. Rectangular washers 3 x 1 3/4 x 5/8-inch shall be used between the <u>blockout</u> <u>post</u> and the thrie beam rail.<br />
<br />
'''(H9.16)'''<br />
:Special drilling of the thrie beam may be required at the splices. All drilling details shall be shown on the shop drawings.<br />
<br />
'''(H9.17''')<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.18) Do not use for prestressed double-tee or temporary bridges.'''<br />
:Expansion splices in the thrie beam rail shall be made at either the first or second post on either side of the joint and on structure at bridge ends. When the splice is made at the second post, an expansion slot shall be provided in the thrie beam rail for connection to the first post to allow for movement.<br />
<br />
'''(H9.19) Do not use for prestressed double-tee or temporary bridges.'''<br />
:In addition to the expansion provisions at the expansion joints, expansion splices in the thrie beam rail and the channel shall be provided at other locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''Do not use Notes H9.20 thru H9.29 for temporary bridges. '''<br />
<br />
'''(H9.20) Use for prestressed double-tee bridges. '''<br />
:Expansion splices in the thrie beam rail and the channel shall be provided at locations so that the maximum length without expansion provisions does not exceed 200 feet.<br />
<br />
'''(H9.21)'''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the top of the post and the channel member as required for vertical alignment. <br />
<br />
'''(H9.22) Place near Part Section at Rail Post. '''<br />
:See slab sheet for rail post spacing.<br />
<br />
'''(H9.23)'''<br />
:See Missouri Standard Plan 606.00 for details not shown.<br />
<br />
'''(H9.24) Place near detail of bent bolt used for new bridges except double tees. '''<br />
:Bolt shall not be bent in slab depths greater than 14 inches, use 12 inches straight embedment. <br />
<br />
'''(H9.25) Place near details of shim plates used for horizontal alignment of State System 3. '''<br />
:Shim plates 6 x 3 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.26) Place in General Notes and near details of shim plates used for horizontal alignment.''' <br />
:Shim plates shall be galvanized after fabrication. <br />
<br />
'''(H9.27) Place near details of shim plates used for horizontal alignment of State System 4. '''<br />
:Shim plates 6 x 6 x 1/16-inch may be used between the W6x20 post and 6 x 6 x 3/8-inch plate. Shim plates 6 x 3 1/2 x 1/16-inch may be used between the W6x20 post and 1/2-inch bent plate connection as required for horizontal alignment. <br />
<br />
'''(H9.28) Place near detail specifying bar support at bent plates. '''<br />
:Bar supports shall be Beam Bolsters (BB-ref. CRSI) and shall be galvanized. See Sec 706.<br />
<br />
'''Use H9.31 thru H9.38 for temporary bridges except for Note H9.32 which is also used for rehabilitation of existing bridges and Note H9.34 which is used for all bridge types.'''<br />
<br />
'''(H9.31)'''<br />
:If Type A guardrail is not attached to ends of the temporary structure, flared ends shall be required. The existing thrie beam rails shall be modified to accept flared ends. Cost for furnishing and installing flared ends will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H9.32)'''<br />
:Contractor shall verify all dimensions in field before ordering materials.<br />
<br />
'''(H9.33) Place near Part Section at Rail Post. '''<br />
:See preceding sheet for rail post spacing.<br />
<br />
'''(H9.34) Place in General Notes or near Elevation of Thrie Beam Rail. '''<br />
:At bridge ends for head to head traffic, guardrail shall be used at all four corners and for single directional traffic, guardrail shall be used at entrance ends only unless required at the exit.<br />
<br />
'''(H9.35) Place near any detail specifying the bottom plate of the rail posts. '''<br />
:Bottom plate shall be fabricated from ASTM A709 Grade 50W steel and welded to two 5" floor bars. Bottom plate shall not be galvanized.<br />
<br />
'''(H9.36) Place near any detail specifying both the bottom and base plate of the rail posts. '''<br />
:The size of the base and bottom plate may be increased depending on which grid option is used.<br />
<br />
'''(H9.37) Place near any detail specifying the welding of post to base plate of the rail posts. '''<br />
:Optional welding of the post to the base plate, in lieu of the weld shown, is a 5/16" fillet weld all around, including the edges of the post flanges.<br />
<br />
'''(H9.38) Place near any detail specifying the semi-circular notches of the rail posts. '''<br />
:Semi-circular notches centered on the axis of the post web ends may be made to facilitate galvanizing.<br />
<br />
:Guardrail delineators shall be attached to the top of the bridge guardrail and shall similarly use the delineator details of Missouri Standard Plan 617.10, except that the delineator body shall be attached to the top of the cap rail using galvanized anchorage as shown on Missouri Standard Plan 606.00. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Cost of supplying and installing new delineators will be considered completely covered by other pay items. Delineators shall be stored with bridge guardrail after use.<br />
<br />
'''38-inch Two Tube Rail (Also use H9.1a, H9.5, H9.6.2)'''<br />
<br />
'''(H9.40)'''<br />
:Payment for furnishing all materials and labor necessary to install bridge rail, complete in place, will be considered completely covered by the contract unit price for Bridge Rail (Two Tube Structural Steel) per linear foot.<br />
<br />
'''(H9.41)'''<br />
:HSS = Hollow Structural Section<br />
<br />
'''(H9.42)'''<br />
:Dimensions of bridge rails are measured horizontally.<br />
<br />
'''(H9.43)'''<br />
:Bridge rails will be measured to the nearest linear foot for each structure measured from end of wing to end of wing.<br />
<br />
'''(H9.44)'''<br />
:Fabrication of structural steel shall be in accordance with Sec 1080.<br />
<br />
'''(H9.45)'''<br />
:Hollow structural sections shall be in accordance with ASTM A500 Grade B Structural Steel Tubing and shall meet the longitudinal CVN requirements of 15 ft-lbs at 0⁰ F, see Sec 1080 for reporting.<br />
<br />
'''(H9.46)'''<br />
:All other steel shapes and plates shall be in accordance with ASTM A709 Grade 50.<br />
<br />
'''(H9.47)'''<br />
:All anchor bolts shall be ASTM A449 Type 1 with ASTM A563 Grade DH heavy hex nuts and ASTM F436 hardened washers.<br />
<br />
'''(H9.48)'''<br />
:All anchor bolts, studs, nuts, and washers shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C.<br />
<br />
'''(H9.49)'''<br />
:All posts, railing, rail splices and plates shall be galvanized after shop fabrication in accordance with AASHTO M 111 and ASTM A385. Galvanized rail shall not be painted.<br />
<br />
'''(H9.50)'''<br />
:Provide railing expansion joints at 50 foot maximum intervals. Railing shall be continuous over two posts minimum. Railing expansion joints are required in rail sections that span bridge expansion joints.<br />
<br />
'''(H9.51)'''<br />
:Use grout with a minimum 24-hour f’c of 3000 psi in single placement.<br />
<br />
'''Concrete Curb for Two Tube Rail'''<br />
<br />
'''(H9.60)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H9.61)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H9.62)'''<br />
:Minimum lap for longitudinal R-bars is 2’-5”.<br />
<br />
'''(H9.63)'''<br />
:The cross-sectional area of curb above the slab = 0.75 sq. ft.<br />
<br />
'''(H9.64)'''<br />
:Concrete in the curb shall be Class B-2.<br />
<br />
'''(H9.65)'''<br />
:The curb shall be cured by application of Type 1-D Liquid Membrane-Forming Curing Compound in accordance with Sec 1055 and sealed in accordance with Sec 703. The contractor shall remove all curing compound in accordance with the manufacturer’s recommendations before the concrete sealer is applied.<br />
<br />
'''(H9.66)'''<br />
:Measurement of the curb is to the nearest linear foot for each structure, measured along the outside top of slab from end of wing to end of wing.<br />
<br />
'''(H9.67)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Concrete Curb (Bridge Rail) per linear foot.<br />
<br />
'''Culvert Guardrail (Also use H9.6.1, H9.12, H9.17)'''<br />
<br />
'''(H9.70)'''<br />
:Furnishing and Installing posts and guardrail on culvert as shown on this sheet will be considered completely covered by the contract unit price for Bridge Guardrail (W-Beam).<br />
<br />
'''(H9.71)'''<br />
:Furnishing and Installing posts and guardrail on culvert shall be in accordance with Sec 606 except as shown.<br />
<br />
'''(H9.72) Use for bolt-thru option'''<br />
:Holes for ASTM A307 bolts may be drilled into the culvert.<br />
<br />
'''(H9.73)'''<br />
:See Missouri Standard Plans drawing 606.50 for details not shown.<br />
<br />
=== H10. Barriers – Type A, B, C, D and H===<br />
<br />
==== H10a. Cast-In-Place Permanent Barrier====<br />
<br />
'''The following notes shall be placed in the General Notes on the elevation sheet.'''<br />
<br />
'''(H10.0.1) Use note if slip forming is allowed. Add asterisk to all C-bar leader notes and the one fiberglass bar leader note in the elevation of barrier. '''<br />
:'''*''' Slip-formed option only.<br />
<br />
'''(H10.0.2) Both methods may be used unless otherwise specified on Bridge Memorandum.''' <br />
:Conventional forming <u>or slip</u> forming <u>may</u> <u>shall</u> be used. Saw cut joints may be used with conventional forming.<br />
<br />
'''(H10.1) Exclude underlined part for single span bridges. '''<br />
:Top of barrier shall be built parallel to grade <u>with barrier joints (except at end bents) normal to grade</u>.<br />
<br />
'''(H10.2)'''<br />
:All exposed edges of barrier shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H10.3)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier per linear foot.<br />
<br />
'''(H10.4)'''<br />
:Concrete in barrier shall be Class B-1.<br />
<br />
'''(H10.5) Use for Type B, D or H barrier. Include “left” or ”right” and exclude “for each structure” when barriers on each side of the bridge are not the same type. '''<br />
:Measurement of barrier is to the nearest linear foot <u>for each structure</u>, measured along the <u>left</u> <u>right</u> outside top of slab from end of <u>wing to end of wing</u> <u>slab to end of slab</u>.<br />
<br />
'''(H10.7) Use for Type A or C barriers.'''<br />
:Measurement of barrier is to the nearest linear foot, measured along the top of slab at centerline median from end of bridge approach slab to end of bridge approach slab.<br />
<div id="(H10.7.1) Notes shall be used on all barrier curbs"></div><br />
'''(H10.7.1) Use for all barriers (see [[620.5 Delineators (MUTCD Chapter 3F)#620.5.6 Barrier Wall Delineation|Barrier Wall Delineation]]).''' <br />
<br />
:Concrete traffic barrier delineators shall be placed on top of the barrier as shown on Missouri Standard Plans 617.10 and in accordance with Sec 617. <u>Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides.</u> Concrete traffic barrier delineators will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
{|style="padding: 0.3em; margin-left:10px; border:1px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="760px" align="center" <br />
|-<br />
|Below is additional guidance for using Note H10.7.1:<br />
|-<br />
|Bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides of the delineators. For two-lane, one-way traffic, retroreflective sheeting may be on one side only unless crossroad or entranceway traffic is just beyond exit to bridge and wrong way driving is to be discouraged with retroreflective sheeting on both sides of the delineators, (white and red in this case). "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be modified, as required. For Type A and C barriers, retroreflective sheeting should be used on both sides of the delineators where there is not more than four lanes divided. <br />
|-<br />
|On bridges with more than two lanes, retroreflective sheeting is not required on both sides of the delineators. The perception of a narrowing roadway at the bridge is of lesser consequence in terms of requiring guidance devices and does not warrant retroreflective sheeting on both sides of the delineators. "Delineators on bridges with two-lane, two-way traffic shall have retroreflective sheeting on both sides" may be removed at the discretion of the design team.<br />
|}<br />
<br />
'''(H10.7.2) '''<br />
:Joint sealant and backer rods shall be in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(H10.7.3) Use note if slip forming is allowed.'''<br />
:For slip-formed option, both sides of barrier shall have a vertically broomed finish and the top shall have a transversely broomed finish.<br />
<br />
'''(H10.7.4) Use for all grade separations except over railroads and county roads.'''<br />
:Plastic waterstop shall not be used with saw cut joints.<br />
<br />
<br />
'''The following three notes shall be placed under section thru barrier.''' <br />
<br />
'''(H10.8)'''<br />
:Use a minimum lap of 2'-6" for #5 horizontal barrier bars.<br />
<br />
'''(H10.9) Areas shown are for standard barrier heights and a two percent cross slope. '''<br />
:The cross-sectional area above the slab is <u>*</u> square feet.<br />
<br />
:{|<br />
|*||2.98 for a Type A barrier. <br />
|-<br />
| ||2.27 for a Type B barrier. <br />
|-<br />
| ||4.69 for a Type C barrier. <br />
|-<br />
| ||3.52 for a Type D barrier.<br />
|-<br />
| ||3.59 for a Type D barrier used as a median. <br />
|-<br />
| ||2.89 for a Type H barrier<br />
|}<br />
<br />
'''(H10.9.1) Add (2) to the dimension for the top of slab to top of the R2 bar. '''<br />
:(2) To top of bar <br />
<br />
<br />
'''The following three notes shall be used for double-tee structures. '''<br />
<br />
'''(H10.10)'''<br />
:Coil inserts shall have a concrete ultimate pullout strength of not less than 36,000 pounds in 5000 psi concrete and an ultimate tensile strength of not less than 36,000 pounds.<br />
<br />
'''(H10.11)'''<br />
:Threaded coil rods shall have an ultimate capacity of 36,000 pounds. All coil inserts and threaded coil rods shall be galvanized in accordance with AASHTO M 232 (ASTM A153), Class C. <br />
<br />
'''(H10.12)'''<br />
:Payment for furnishing and installing coil inserts and threaded coil rods will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
<br />
'''The following two notes, when appropriate, shall be placed under the title of the elevation of barrier. '''<br />
<br />
'''(H10.12.1) Dimensions shall be horizontal unless otherwise specified on Bridge Memorandum. '''<br />
:Longitudinal dimensions are <u>horizontal</u> <u>arc dimensions</u>.<br />
<br />
'''(H10.12.2)'''<br />
:Longitudinal dimensions are along top of <u>barrier</u> <u>outside edge of slab</u> parallel to grade.<br />
<br />
'''The following two notes shall be placed under the permissible alternate bar shape detail. '''<br />
<br />
'''(H10.13) Use R2 for Type D or H barriers, R3 for Type B barrier and M2 for two separate Type D barriers used as a median. Add (4) to the combined #5 bar leader note. Exclude note and associated detail for CIP slabs. '''<br />
:(4) The <u>R2</u> <u>R3</u> <u>M2</u> bar and #5 bottom transverse slab bar in cantilever (prestressed panels only) combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
'''(H10.14) Use R1 for Type B, D or H barriers. Use M1 for two separate Type D barriers used as a median. Add (3) to the two separated #5 bar leader notes. '''<br />
:(3) The <u>R1</u> <u>M1</u> bar may be separated into two bars as shown, at the contractor's option, only when slip forming is not used. (All dimensions are out to out.) <br />
<br />
'''(H10.15) Use note if slip forming is allowed. Place under the part elevation of barrier and add (1) to fiberglass bar leader notes in the section thru saw cut joint and part elevation of barrier. '''<br />
:(1) Four feet long, centered on joint, slip-formed option only<br />
<br />
<div id="Place general notes H10.19,"></div><br />
'''Place general notes H10.19, H10.20 and H10.7.1 on the barrier at end bents sheet with notes H10.19 and H10.20 under the Reinforcing Steel heading. '''<br />
<br />
'''(H10.19)'''<br />
<br />
:Minimum clearance to reinforcing steel shall be 1 1/2" except as shown for bars embedded into end bent. <br />
<br />
'''(H10.20) Use for Type B barrier only. Use 2’-4” and K10 bars for barrier ending on wing walls adding K13 bars with two different wing lengths. Will need to add more bars if more than two different wing lengths exist. Use 2’-6” and R6 bars for barrier ending on bridge deck. '''<br />
:Use a minimum lap of <u>2'-4"</u> <u>2’-6”</u> between K9 and <u>K10 or K13</u> <u>R6</u> bars. <br />
<br />
'''(H10.21) Place note under the K Bar Permissible Alternate Shape detail on the barrier at end bents sheet. Use K1 and K2 for Type B barrier; K9 and K10 for Type D barrier; K3 and K5 for Type H barrier. '''<br />
:The <u>K1 and K2</u> <u>K9 and K10</u> <u>K3 and K5</u> bar combination may be furnished as one bar as shown, at the contractor's option.<br />
<br />
==== H10b. Precast Temporary Barrier====<br />
<br />
'''(H10.90)'''<br />
:Method of attachment for temporary barrier shall be <u>tie-down strap</u> <u>bolt through deck</u>.<br />
<br />
'''(H10.91)'''<br />
:Temporary barrier shall not be attached to the bridge.<br />
<br />
=== H11. Fences and Sidewalks ===<br />
<br />
'''Pedestrian Chain Link Fence: General Notes'''<br />
<br />
'''(H11.1)'''<br />
:Pedestrian chain link fence shall be in accordance with Sec 1043 except all fabric shall have the top and bottom edges knuckled and pipe members shall be in accordance with ASTM F1043, high strength grade (minimum yield = 50 ksi) heavy industrial steel pipe Group 1A.<br />
<br />
'''(H11.2) Omit underlined portion when fence post is attached to back face of barrier.'''<br />
:All posts shall be vertical. <u>Grout shall be placed under the post base plates in accordance with Sec 1066</u>.<br />
<br />
'''(H11.3)'''<br />
:Payment for furnishing, galvanizing and erecting the fence and frame complete in place will be considered completely covered by the contract unit price for (<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) per linear foot.<br />
<br />
'''(H11.4)'''<br />
:Dimensions of pedestrian chain link fence are measured horizontally.<br />
<br />
'''(H11.5)'''<br />
:The maximum spacing allowed between pull post and end posts is 100 feet. Post brace and 1/2-inch diameter truss rod are required for panels adjacent to pull post and end posts only. Connect the lower end of truss rod to bottom of pull posts and end posts to which the stretcher bar is attached.<br />
<br />
:Rail clamps, dome cap, bands, tie wires, stretcher bars and truss rod connections shall be in accordance with the manufacturer's recommendations. The truss rod and truss rod connections shall have a minimum capacity of 2000 pounds. Dome cap shall fit tightly. <br />
<br />
:Expansion joints shall be placed in the horizontal pieces at not more than 30-foot centers and at all joint filler locations in the <u>curb</u> <u>barrier</u> with a minimum gap of 3/8 inch at 60° degrees F.<br />
<br />
'''(H11.6) Use underline information when fence attached to back face of barrier.'''<br />
:Steel for truss rods shall be ASTM A709 Grade 36. <u>Steel for post straps shall be ASTM A709 Grade 50. Neoprene bearing pads shall be 50 durometer and shall be in accordance with Sec 716.</u><br />
<br />
'''(H11.7) Use when fence attached on top of curb.'''<br />
:Steel for base plate shall be ASTM A709, Grade 50. <br />
<br />
'''(H11.8)'''<br />
:Contractor shall submit complete detailed shop drawings in accordance with Sec 1080.<br />
<br />
'''(H11.9)''' <br />
:All <u>base plates</u>, <u>straps</u>, <u>U-bolts</u>, <u>resin anchors</u>, hex nuts, and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
:<u>U-bolts</u> <u>resin anchors</u> shall be ASTM F1554 Grade 36.<br />
<br />
:'''Note: Use note I2.1, I2.2 and I2.3 when fence post attached to back face of barrier.'''<br />
<br />
'''(H11.10) Place following note with new barrier details when fence post attached to back face of barrier.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for chain link fence.<br />
<br />
'''(H11.11) Use applicable underlined portion per pedestrian fence.'''<br />
:(<u>120 in.</u> <u>96 in.</u>) <u>Curved Top</u> Pedestrian Fence (Structures) will be measured to the nearest linear foot for each structure, measured along the centerline fence from end of fence to end of fence.<br />
<br />
'''(H11.12)'''<br />
:Chain link wire fabric shall be 9 gage minimum, 2-inch diamond mesh.<br />
<br />
'''(H11.13)'''<br />
:The chain link fence shall be built in accordance with Sec 607 and Sec 1043.<br />
<br />
'''(H11.14)'''<br />
:For details of <u>pedestrian curb</u> <u>barrier</u>, see sheet No. _.<br />
<br />
'''(H11.15) Place following note with pedestrian curb or barrier details.'''<br />
:For pedestrian chain link fence, see sheet No. _.<br />
<br />
<br />
'''Sidewalks'''<br />
<br />
'''(H11.20)'''<br />
:All exposed edges of sidewalk shall have either a 1/2" radius or a 3/8" bevel, unless otherwise noted. <br />
<br />
'''(H11.21)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Sidewalk (Bridges) per sq. foot.<br />
<br />
'''(H11.22)'''<br />
:Concrete in the sidewalk shall be Class B-2.<br />
<br />
'''(H11.23)'''<br />
:Measurement of the sidewalk is to the nearest square foot for each structure, measured horizontally from the outside face of barrier to the outside edge of sidewalk and from end of slab to end of slab.<br />
<br />
<br />
'''Decorative Fencing and Pedestrian Fencing: Pedestrian Curb (Effective March 1, 2024)'''<br />
<br />
'''(H11.30)'''<br />
:Top of curb shall be built parallel to grade and curb joints (except at end bents) normal to grade.<br />
<br />
'''(H11.31)'''<br />
:All exposed edges of curb shall have either a 1/2-inch radius or a 3/8-inch bevel, unless otherwise noted.<br />
<br />
'''(H11.32)'''<br />
:Payment for all concrete and reinforcement, complete in place, will be considered completely covered by the contract unit price for Pedestrian Curb per linear foot. <br />
<br />
'''(H11.33)'''<br />
:Concrete in curb shall be Class B-1. <br />
<br />
'''(H11.34)'''<br />
:Measurement of pedestrian curb is to the nearest linear foot for each structure, measured along the outside top of curb from end of curb to end of curb. <br />
<br />
'''(H11.35)'''<br />
:Center of posts shall clear curb joints or ends by at least 6 inches. <br />
<br />
'''(H11.36)'''<br />
:Minimum lap for longitudinal R-bars is 2'-7".<br />
<br />
<br />
'''Decorative Fencing: Pedestrian Fence (Effective March 1, 2024)'''<br />
<br />
'''(H11.37)'''<br />
:These details are a general representation of a Decorative Pedestrian Fence. The actual fence components and component positions may be different than what is shown. <br />
<br />
'''(H11.38)'''<br />
:Fence shall have a gloss black finish (Federal Standard #17038). See special provisions.<br />
<br />
'''(H11.39)'''<br />
:<u>Base plate</u> <u>Connection angle</u> shall be ASTM A709, Grade 50.<br />
<br />
'''(H11.40) Use anchors instead of U bolts where the top of barrier is less than 9 inches wide or when the barrier is to be slip–formed and fence post is attached to back face of barrier.'''<br />
:All <u>base plates</u> <u>connection angles</u>, <u>U-bolts,</u> <u>resin anchors,</u> hex nuts and washers shall be galvanized in accordance with ASTM A123 and Sec 1081.<br />
<br />
'''(H11.42)'''<br />
:Measurement of decorative pedestrian fence will be made horizontally and to the nearest linear foot along centerline fence.<br />
<br />
'''(H11.43) Heights available in standard pay items are 30 in., 48 in., 60 in., 72 in. & 96 in.'''</br><br />
:Payment for furnishing and erecting the fence complete in place will be considered completely covered by the contract unit price for (__ in.) Decorative Pedestrian Fence (Structures).<br />
<br />
'''(H11.44)'''<br />
:All fence posts shall be vertical.<br />
<br />
'''(H11.45)'''<br />
:Grout shall be placed under the post <u>base plates</u> <u>connection angles (horizontal leg)</u> in accordance with Sec 1066.<br />
<br />
'''(H11.46)'''<br />
:Decorative pedestrian fencing shall be in accordance with 2020 AASHTO LRFD Bridge Design Specifications, 9th Ed.<br />
<br />
'''(H11.47)'''<br />
:Shop drawings and structural calculations will not be required for the decorative pedestrian fences on the Bridge Pre-qualified Products List.<br />
<br />
'''(H11.48)'''<br />
:All materials used in fabrication and construction of the decorative pedestrian fencing shall be in accordance with the manufacturer's specifications, except as modified in the contract documents. <br />
<br />
'''(H11.49)'''<br />
:Decorative pedestrian fencing system shall be supplied by only one manufacturer. Decorative pedestrian fencing system shall include all components except the <u>resin anchors</u> <u>U-bolts</u> and hardware<u>, and #4 bars welded to the U-bolts</u>. The assembly of the pickets to the rails and the rails to the posts shall be the same as the style mentioned for the manufacturer.<br />
<br />
'''(H11.50)'''<br />
:See Bridge Pre-qualified Products List (BPPL) for a list of approved manufacturers.<br />
<br />
'''(H11.51) Omit this note if resin anchors are used.'''<br />
:Substitution for the U-bolt cages will not be permitted.<br />
<br />
'''(H11.52) Omit this note if resin anchors are used.''' <br />
:U-bolts shall be ASTM F1554 Grade 36.<br />
<br />
'''(H11.53) Omit this note if resin anchors are used.'''<br />
:For details of pedestrian curb, see sheet No. __.<br />
<br />
'''(H11.54) Place following note with pedestrian curb or barrier details.'''<br />
:For details of decorative pedestrian fence, see sheet No. __.<br />
<br />
'''Use note (H11.55) to (H11.57) where the top of barrier is less than 9 inches wide or when the barrier is to be slip – formed and fence post attached to back face of barrier.'''<br />
<br />
'''(H11.55)'''<br />
:Resin anchors shall be ASTM F1554 Grade 36.<br />
<br />
'''Use note I2.1, I2.2 and I2.3.'''<br />
<br />
'''(H11.56)'''<br />
:For details of barrier, see sheet No. ___.<br />
<br />
'''(H11.57) Place following note with new barrier details.'''<br />
:Reinforcing steel shall be shifted in the field to clear resin anchors for decorative fence.<br />
<br />
=== H12. Miscellaneous ===<br />
<br />
'''Construction Joint'''<br />
<br />
'''(H12.1)'''<br />
:Finish each side of joint with a 1/4 inch radius edging tool.<br />
<br />
'''Pin and Flat Hexagonal Nut'''<br />
<br />
<br />
'''(H12.2)'''<br />
:{|cellpadding="0"<br />
|Material:||Pin = ASTM A668 (Class F)<br />
|-<br />
|&nbsp;||Nut = ASTM A709 Grade 36<br />
|}<br />
<br />
<br />
'''Plastic Waterstop (Use in the barrier joints and parapet joints as specified in [[751.12 Barriers, Railings, Curbs and Fences#751.12.1.2.3 Plastic Waterstops|EPG 751.12.1.2.3 Plastic Waterstops]])'''<br />
<br />
'''(H12.3)'''<br />
:Plastic waterstop shall be placed in all formed joints, except structures with superelevation, use on lower joints only.<br />
<br />
'''(H12.4)'''<br />
:Cost of plastic waterstop, complete in place, will be considered completely covered by the contract unit price for Type <u>A</u> <u>B</u> <u>C</u> <u>D</u> <u>H</u> Barrier.<br />
<br />
'''Sign Supports'''<br />
<br />
'''(H12.5)'''<br />
:Payment for furnishing and placing anchor bolts for sign supports will be considered completely covered by the contract unit price for other items.<br />
<br />
'''(H12.6)'''<br />
:Payment for furnishing and erecting approximately <u>&nbsp;&nbsp;&nbsp;</u> pounds of steel for sign supports will be considered completely covered by the contract lump sum price for Fabricated Sign Support Brackets.<br />
<br />
<br />
'''Plan of Slab: All Structures'''<br />
<br />
'''(H12.8)'''<br />
:Longitudinal slab dimensions are measured horizontally.<br />
<br />
== I. Revised Structures Notes ==<br />
<br />
<br />
=== I1. General ===<br />
<br />
'''(I1.0.1) Use “slab surface” for deck replacements. '''<br />
:Roadway surfacing adjacent to bridge ends shall match new bridge <u>slab surface</u> <u>wearing surface</u> (roadway item). <br />
<br />
'''(I1.0.2) '''<br />
:All concrete repairs shall be in accordance with Sec 704, unless otherwise noted. <br />
<br />
'''(I1.0.3) Use note when required for rush jobs.'''<br />
:Qualified special mortar in accordance with job special provisions may be used for half-sole repair <u>and deck repair with void tube replacement</u>.<br />
<br />
'''(I1.1)'''<br />
:Outline of existing work is indicated by light dashed lines. Heavy lines indicate new work.<br />
<br />
'''(I1.2)'''<br />
:Contractor shall verify all dimensions in field before finalizing the shop drawings. <br />
<br />
'''(I1.3)'''<br />
:Bars bonded in existing concrete not removed shall be cleanly stripped and embedded into new concrete where possible. If length is available, existing bars shall extend into new concrete at least 40 diameters for plain bars and 30 diameters for deformed bars, unless otherwise noted.<br />
<br />
<br />
'''Use Notes I1.4 and I1.5 where a broken concrete surface has no new concrete against it. Use bituminous paint below ground line and qualified special mortar above ground line.'''<br />
<br />
'''(I1.4)'''<br />
:The area exposed by the removal of concrete and not covered with new concrete shall be coated with an approved <u>bituminous paint</u> <u>qualified special mortar in accordance with Sec 704</u>.<br />
<br />
'''(I1.5) Use with joint filler joints with Asphaltic Concrete Wearing Surface.'''<br />
:Joint shall be cleaned per the manufacturer's recommendations. Cost of Concrete and Asphalt Joint Sealer and Backer Rod will be considered completely covered by contract unit price per other items included in the contract.<br />
<br />
'''(I1.6) Use as an asterisk note when tinting is specified on Bridge Memorandum adding corresponding asterisk to slab edge repair and superstructure repair (unformed) leader notes.'''<br />
:Match existing concrete color. Apply tinted sealer to blend repair to existing concrete.<br />
<br />
'''(I1.7) Effective for redeck jobs in June 2024 letting and later.'''<br />
:For adjusted girder deflection due to weight of new deck and barriers, see Bridge Electronic Deliverables.<br />
<br />
<br />
'''Concrete Slab with Wearing Surface'''<br />
<br />
'''(I1.10) Use note for all wearing surfaces except epoxy polymer wearing surfaces.'''<br />
:In order to maintain grade and a minimum thickness of wearing surface as shown on plans it may be necessary to use additional quantities of wearing surface at various locations throughout the structure. The cost of furnishing and installing the wearing surface will be considered completely covered in the contract unit price, including all additional labor, materials or equipment for variations in thickness of wearing surface.<br />
<br />
'''(l1.11) Use note for chip seals and polymer wearing surfaces.'''<br />
:The contractor shall exercise care to ensure spillage over joint edges is prevented and that a neat line is obtained along any terminating edge of the wearing surface.<br />
<br />
'''(l1.12) Use note only with preventive maintenance jobs.'''<br />
:Concrete for repairing concrete deck shall be a qualified special mortar in accordance with Sec 704 instead of the Class B-2 or B-1 concrete.<br />
<br />
'''(I1.13) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional concrete wearing surface and optional very early strength concrete wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional <u>Very Early Strength</u> Concrete Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Concrete Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Low Slump Concrete Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Silica Fume Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Latex Modified Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|CSA Cement Very Early Strength Concrete Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional <u>very early strength</u> concrete wearing surfaces listed in<br/>the table. The optional <u>very early strength</u> concrete wearing surface method of measurement and<br/>basis of payment shall be in accordance with Sec 505. <br />
|}<br />
<br />
<br />
'''(I1.14) <font color="purple">[MS Cell]</font color="purple"> Place following table and notes near the estimated quantities table on the design plans for optional polymer wearing surface as specified on the Bridge Memorandum. '''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="2" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|Optional Polymer Wearing Surface<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Type of Polymer Wearing Surface<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Type Used<br/>(√)<br />
|-<br />
|align="left" style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black;"|Epoxy Polymer Wearing Surface<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black;"|MMA Polymer Slurry Wearing Surface<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"|&nbsp;<br />
|-<br />
|align="left" colspan="2"|MoDOT construction personnel shall complete column labeled "Type Used (√)".<br />
|-<br />
|align="left" colspan="2"|The contractor shall select one of the optional polymer wearing surfaces listed in the<br/>table. The optional polymer wearing surface method of measurement and basis of<br/>payment shall be in accordance with Sec 623. <br />
|}<br />
<br />
'''(I1.15) Use note when specified on Bridge Memorandum.'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a black beauty type aggregate.<br />
<br />
'''(l1.16) Use note when specified on Bridge Memorandum. Requires non-standard special provision [https://epg.modot.org/forms/JSP/NJSP1513.docx NJSP1513].'''<br />
:Broadcast aggregate for MMA polymer slurry wearing surface shall be a high friction (HFST) aggregate in accordance with special provisions.<br />
<br />
'''(l1.17) Use note when specified on Bridge Memorandum.'''<br />
:Reflective deck cracks shall be treated in accordance with Sec 623. <br />
<br />
'''(l1.18) Use note with polyester polymer concrete (PPC) wearing surfaces.'''<br />
:Polyester polymer concrete may be substituted for Class B-2 concrete at locations of half-sole and full depth repairs. Deck repairs using polyester polymer concrete shall be placed following the procedures recommended by the manufacturer. The maximum lift height recommended by the manufacturer is not to be exceeded. Monolithic repairs are permitted when half the diameter or less of the top bar is exposed.<br />
<br />
<br />
'''Removal and Storage of Existing Bridge Rails'''<br />
<br />
'''(I1.20)'''<br />
:The existing bridge rails <u>and posts</u> shall be stored at a location as designated by the engineer on the MoDOT Maintenance Lot at <u>&nbsp;&nbsp;&nbsp;&nbsp;</u>.<br />
<br />
<br />
'''Extension of Box Culverts'''<br />
<br />
'''(I1.41)'''<br />
:Bottom of top slab, top of bottom slab, and inside faces of walls shall be built flush with the existing structure.<br />
<br />
'''(I1.42)'''<br />
:Bottom of new slab shall be built flush with the bottom of slab of the existing box and the height of walls varied as necessary to extend the walls into rock as specified.<br />
<br />
<div id="Making End Bents Integral"></div><br />
'''Making End Bents Integral'''<br />
<br />
'''(I1.51)'''<br />
:The exposed and accessible surfaces of the existing structural steel and bearings that will be encased in concrete shall be cleaned with a minimum of SSPC-SP-3 surface preparation and coated with a minimum of one coat of gray epoxy-mastic primer (non-aluminum) in accordance with Sec 1081 to produce a dry film thickness of not less than 3 mils before concrete is poured. The surface preparation and coating for girders shall extend a minimum of one foot outside the face of the girder encasement. Payment for cleaning and coating steel to be encased in concrete will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''(I1.52) Use the underlined portion that matches the pay item listed in the Estimated Quantities table. Do not use “Reinforcing Steel” if it is listed in the Estimate Quantities for Slab on Steel table.'''<br />
:The ___ bars are segmented for ease of placement through girder web holes. The total bar length for ___ bars shown in Bill of Reinforcing Steel allows for one lap splice with a length of ___. Actual bar segment lengths to be determined by contractor for ease of installing bars. The contractor may use a mechanical bar splice in lieu of a lap splice. When a mechanical bar splice is used, the actual bar segment length will be determined by the contractor to accommodate manufacturer's recommendations for installation and ease of construction. The cost of furnishing and installing the bar splices will be considered completely covered by the contract unit price for <u>Reinforcing Steel</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>. No adjustment of the quantity of reinforcing steel will be allowed for the use of mechanical bar splices.<br />
<br />
'''(I1.53)'''<br />
:Cost of field drilling holes in existing <u>plate girder</u> <u>wide flange beam</u> webs will be considered completely covered by the contract unit price for <u>Class B-2 Concrete</u> <u>Slab on Steel</u> <u>(with Transparent Forms)</u>.<br />
<br />
'''Curb Block-Out'''<br />
<br />
'''(I1.60)'''<br />
:7/8"&oslash; Threaded Rods with nuts and washers shall be used in place of 7/8"&oslash; Bolts (ASTM A307).<br />
<br />
'''(I1.61)'''<br />
:1"&oslash; holes shall be drilled through existing end post for placement of 7/8"&oslash; threaded rods, nuts, and washers.<br />
<br />
'''(I1.62) Use the following note for curb blockouts on curb and parapet rails with handrails where asbestos is present.'''<br />
: Asbestos (Friability Category II NF) has been detected in the insulation compound between the top of the existing concrete parapet and the base of the existing handrail posts. The contractor has the option to remove the handrail and posts or leave in place. Should the contractor elect to remove the handrail and posts, the contractor will be required to use a licensed abatement contractor during the removal. No direct payment will be made for removal of the handrail and posts, or for asbestos abatement. The described work will be considered completely covered by the contract unit price for other items in the contract.<br />
<br />
<br />
'''In "General Notes:" section of plans, place the following note under the heading "Miscellaneous:" when existing longitudinal dimensions are used.'''<br />
<br />
'''(I1.63)'''<br />
:Longitudinal dimensions are based on the original design plans.<br />
<br />
'''In "General Notes:" section of plans, place the following two notes under the heading "Beam Support:" when strengthening existing beams under traffic.'''<br />
<br />
'''(I1.64''')<br />
:All existing beams in the span being strengthened shall be raised simultaneously Dimension H at jacking point and supported during welding of new steel plates.<br />
<br />
'''(I1.65)'''<br />
:The temporary supports must be capable of safely supporting a service load of approximately Load J tons per beam (factor of safety not included). See special provisions.<br />
<br />
'''(I1.66)'''<br />
:<math>\, *</math> Scarification not required for Asphaltic Concrete, MMA Polymer Slurry and Epoxy Polymer Wearing Surfaces. <br />
<br />
<div id="Rock Blanket"></div><br />
<br />
'''Rock Blanket'''<br />
<br />
'''(I1.70) Use note for redecks or in other cases where the rock blanket elevations are not shown on the bridge plans and the top of the rock blanket is required to be flush to the existing ground line in accordance with the Memorandum of Agreement with SEMA.'''<br />
<br />
:The top of rock blanket shall be flush to the ground line as directed by the engineer. (Roadway Item)<br />
<div id="(I1.71) Use"></div><br />
'''(I1.71) Use only when specified on the Bridge Memo or Design Layout.'''<br />
<br />
:Rubblized concrete from the existing bridge deck that qualifies as clean fill may be placed on spill slopes at end bents above ordinary high water line (Roadway item).<br />
<br />
=== I2. Resin & Cone Anchors ===<br />
<br />
'''Use Resin Anchors unless concrete depths are insufficient.'''<br />
<br />
'''(I2.1)'''<br />
:The contractor shall use one of the qualified resin anchor systems in accordance with Sec 1039.<br />
<br />
'''(I2.2) * Pay item in which resin anchor system is embedded.'''<br />
:Cost of furnishing and installing the resin anchor systems, complete in place, will be considered completely covered by the contract unit price for <u>*</u>.<br />
<br />
'''(I2.3)'''<br />
:The minimum embedment depth in concrete with f'<sub>c</sub> = 4,000 psi for the resin anchor systems shall be that required to meet the minimum ultimate pullout strength in accordance with Sec 1039 but shall not be less than 5".<br />
<br />
'''Note to designer:'''<br/>A minimum factor of safety of 2 should be used when determining the number of anchors to be used.<br />
<br />
'''(I2.4)(Use when reinforcing steel is substituted for the threaded rod stud.)'''<br />
:<u>A</u> <u>An epoxy coated</u> #<u>****</u> Grade 60 reinforcing bar <u>*****</u> long shall be substituted for the <u>******</u>&oslash; threaded rod.<br />
<br />
<br />
{|<br />
|****||Bar size.<br />
|-<br />
|*****||Length of bar required by design.<br />
|-<br />
|******||Diameter of threaded rod.<br />
|}<br />
<br />
<br />
'''Cone Expansion Anchors'''<br />
<br />
'''(I2.30) *** Pay item in which cone expansion anchor is embedded.'''<br />
:Cost of furnishing and installing cone expanson anchor will be considered completely covered by the contract unit price for <u>***</u>.<br />
<br />
'''(I2.31)'''<br />
:The <u>*</u>" diameter cone expansion anchors shall have a minimum ultimate pullout strength of <u>**</u> lbs. in concrete with f'<sub>c</sub> = 4,000 psi.<br />
<br />
{|style="text-align:center;" <br />
|-<br />
|width="100pt"|* DIAMETER||width="100pt"|** PULLOUT<br />
|-<br />
|3/8"||3,900<br />
|-<br />
|1/2"||7,500<br />
|-<br />
|5/8"||10,800<br />
|-<br />
|3/4"||12,000<br />
|}<br />
<br />
=== I3. Special Repair Zones - Deck Repair Notes for CIP Continuous Concrete Box Girder, Voided Slab and Solid Slab Spans (Notes for Bridge Standard Drawings RHB03 & RHB04)===<br />
<br />
'''Use applicable notes I3.1 thru I3.6 under the special repair zones heading in the deck repair notes. The special repair zones heading shall follow the order of repair heading.'''<br />
<br />
'''(I3.1) Use for structures using conventional deck repair only (no hydro demolition). '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed prior to work in Zone A. <br />
<br />
'''(I3.2) Use for structures with multiple column bents.''' <br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are completed and properly cured.</u><br />
<br />
'''(I3.3) Use for structures with single column bents. '''<br />
:Deck repair required in the areas designated as special repair zones shall be completed <u>pre-hydro demolition</u> in alphabetical sequence beginning with Zone A. Zones with the same letter designation may be repaired at the same time except for the zones directly adjacent to the centerline of bent. If either of the zones adjacent to centerline of bent has a single repair area of over 10 square feet or a total repair area of over 20 square feet, that zone shall be repaired before removing concrete in the other zone of the same designation at that bent. <u>Hydro demolition shall not move forward until the repairs in all special repair zones are complete and properly cured.</u><br />
<br />
'''(I3.4) Use for hydro demolition projects. '''<br />
:Any deck repair in areas not designated as a special repair zone shall be completed post-hydro demolition. <br />
<br />
'''(I3.5)'''<br />
:Removal and deck repair shall be completed in one special repair zone and concrete shall have attained a compressive strength of 3200 psi before work can be started in the next special repair zone.<br />
<br />
'''(I3.6) Use for voided or solid slab structure.'''<br />
:If any single repair area does not exceed 4 square feet in size and the total repair area within a special repair zone does not exceed 12 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''Use for voided slab structures, place applicable notes I3.10 thru I3.12 under the void repair heading in the deck repair notes. The void repair heading shall follow the special repair zones heading.'''<br />
<br />
'''(I3.10) '''<br />
:Any damage sustained to the void tube as a result of the contractor's operations shall be patched or replaced as required by the engineer at the contractor's expense. <br />
<br />
'''(I3.11) Underline portion only required for Hydro Demo Case 2 details.'''<br />
:An exposed void in the deck shall be patched as approved by the engineer in a manner that shall maintain the void area completely free of concrete. Cost of patching an exposed void will be considered completely covered by the contract unit price for Half-Sole Repair <u>inside special repair zones and Monolithic Deck Repair outside special repair zones</u>. <br />
<br />
'''(I3.12) Use when deck repair with void tube replacement is required.'''<br />
:When a deteriorated portion of the void tube is beyond the point of patching as determined by the engineer, the portion of the deteriorated void tube shall be replaced. The void area shall be maintained completely free of concrete. Cutting of the longitudinal reinforcing steel will not be permitted. The fiber tubes for producing the voids shall have an outside diameter with the wall thickness the same as the existing tubes and anchored at not more than the original spacing. Cost of replacing the void tube will be considered completely covered by the contract unit price for Deck Repair with Void Tube Replacement. Measurement will be horizontal projection of the area of exposed tube in plan.<br />
<br />
<br />
'''Use for box and deck girder structures, place applicable notes I3.16 thru I3.22 as a continuation of the special repair zones heading in the deck repair notes. '''<br />
<br />
'''(I3.16)'''<br />
:Total width of full depth repair shall not exceed 1/3 of the deck width at one time. For any area of deck repair that extends over a web and is more than 18 inches in length along the web, the concrete removal <u>including removal with hydro demolition</u> shall stop at the centerline of web and repair completed in this area. Prior to continuing work in this area, the concrete shall have attained a compressive strength of 3200 psi. No traffic shall be permitted over the web that is undergoing repair. <br />
<br />
'''(I3.17)'''<br />
:When the full depth repair extends over a diaphragm or web and the deteriorated concrete extends into the diaphragm or web, all deteriorated concrete shall be removed and replaced as full depth repair. Concrete in webs shall not be removed below the slab haunch of the girder without prior review and approval from the engineer.<br />
<br />
<br />
'''Use notes I3.20 and I3.22 for box girder structures only. '''<br />
<br />
'''(I3.20)'''<br />
:Interior falsework installed by the contractor resting on the bottom slab shall be removed where entry access is available.<br />
<br />
'''(I3.21) This applies for each zone and not similarly lettered zones as a group. '''<br />
:If any single repair area does not exceed 9 square feet in size and the total repair area within a special repair zone does not exceed 27 square feet, the special repair zone may be repaired at the same time as an adjacent zone. <br />
<br />
'''(I3.22)'''<br />
:Half-sole repair in the special repair zone, on either side of the intermediate bents, shall be to a depth that will not expose half the diameter of the longitudinal reinforcing bar. Full depth repair shall be made when removal of deteriorated concrete exposes half or more of the diameter of the longitudinal reinforcing bar. <br />
<br />
'''(I3.30) Use for hydro demolition projects.''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; (2) equals ¼ inch; and (3) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface plus (1) of existing deck.</u><br />
:<u>2. Power wash deck to identify sound and unsound existing deck repair.</u><br />
:3. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. <u>Removal of existing deck repair</u><br />
::<u>b.</u> Half-sole repair<br />
::<u>c. Deck repair with void tube replacement</u><br />
::<u>d. Full depth repair</u><br />
:<u>4. Outside special repair zones, remove existing deck repair.</u><br />
:5. Complete total surface hydro demolition, removing (2) minimum of sound concrete inside special repair zones and removing (3) minimum of sound concrete and all deteriorated concrete outside special repair zones.<br />
:6. Sound deck and if needed complete incidental concrete removal.<br />
:''(Guidance: Use for Case 1 RHB03)''<br />
:<u>7. Outside special repair zones, complete full depth repair.</u><br />
:''(Guidance: Use for Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:<u>7. Outside special repair zones, complete the following repairs:</u><br />
::<u>a. Half-sole repair</u> ''(Guidance: Case 2 RHB04)''<br />
::<u>b. Deck repair with void tube replacement</u> ''(Guidance: Case 1 & 2 RHB04)''<br />
::<u>c. Full depth repair</u> ''(Guidance: Case 2 RHB03 and Case 1 & 2 RHB04)''<br />
:8. Place new wearing surface including additional material for areas of monolithic deck repair.<br />
<br />
'''(I3.31) Use for non-hydro demolition projects (conventional deck repair only).''' Place the following under the order of repair heading as the first of the deck repair notes. Remove portions not required. Typically (1) equals ½ inch; see Bridge Memorandum.<br />
:1. <u>Scarify existing deck (1).</u> <u>Remove existing wearing surface</u> <u>plus (1) of existing deck.</u><br />
:2. Sound deck to identify areas in need of repair.<br />
:3. Outside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:4. Inside special repair zones, complete the following repair<u>s</u>:<br />
::a. Half-sole repair<br />
::<u>b. Deck repair with void tube replacement</u><br />
::<u>c. Full depth repair</u><br />
:5. Place new wearing surface.<br />
<br />
===I4. Fiber Reinforced Polymer (FRP) Wrap - Bent Cap Shear Strengthening===<br />
<br />
'''(I4.1)''' <br />
:Design force is the factored shear force at any cross section in each design region that shall be resisted entirely by the FRP reinforcement.<br />
<br />
'''(I4.2)''' <br />
:See special provisions.<br />
<br />
===I5. Fiber Reinforced Polymer (FRP) Wrap – Intermediate Bent Column Strengthening for Seismic Details for Widening. Report following notes on Intermediate bent plan details.===<br />
<br />
'''(I5.1)''' <br />
:Factored axial resistance of new columns = _____ kip and factored axial resistance of existing columns = _____ kip. The factored axial resistance of the existing column with FRP wrap shall not be less than the factored axial resistance of the new columns.<br />
<br />
'''(I5.2)''' <br />
:See special provisions.<br />
<br />
== J. MSE Wall Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== J1. General ===<br />
<br />
'''(J1.1)'''<br />
:For strength limit state and <u>extreme event limit state</u>, the wall designer to confirm that the minimum Capacity to Demand Ratio (CDR) for bearing, sliding, overturning, eccentricity, and internal stability is greater than equal to 1.0. MSE wall designer shall include this note on shop drawings.<br />
:<u>For Extreme Event I limit state, the wall designer shall design wall for Ɣ<sub>EQ</sub> = 0.5.</u><br />
<br />
'''(J1.2) Use either or both factored bearing resistance notes for foundation ground with appropriate value(s) as determined by the Geotechnical Section and reported in the Foundation Investigation Geotechnical Report times resistance factor and use the following maximum applied factored bearing stress instructional note. Extreme event portions of the instructional note shall be included when seismic design is required for category B, C, or D or when collision loads are considered.'''<br />
:<u>For unimproved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:<u>For improved foundation ground, factored bearing resistance is_____ ksf for strength limit state</u> <u>and factored bearing resistance is_____ ksf for extreme event limit state</u>. <br />
:The maximum applied factored bearing stress for the strength <u>and extreme event</u> limit state(s) at the foundation level shall be shown on the shop drawings and shall be less than the factored bearing resistance.<br />
<br />
'''(J1.3) Use the underlined portion when limits of improved foundation ground is required by Geotechnical Section.''' <br />
:Factored bearing resistance <u>and limits of improved foundation ground</u> shall be used as shown on the plans. No adjustments are allowed.<br />
<br />
'''(J1.4) Use for MSE walls that support another structure foundation (i.e. support abutment fill, building or Bridge MSE wall) in SDC B or C (seismic zone 2 or 3). Use for all MSE walls in SDC D.''' <br />
:<u>Seismic analysis provisions shall not be ignored for MSE wall design.</u><br />
<br />
'''(J1.5) Use for MSE walls that do not support another structure foundation (i.e. Not supporting abutment fill or building (District MSE wall) in SDC B or C (seismic zone 2 or 3)) and only if Geotechnical report allow otherwise use note J1.4. Use note J1.4 for all MSE walls in SDC D.''' <br />
:<u>No-Seismic-Analysis provisions may be considered for MSE wall design in accordance with LRFD 11.5.4.2.</u><br />
<br />
'''(J1.6) Use for MSE walls when traffic barrier is provided in front of MSE wall.'''<br />
:The cost of joint filler and joint seal, complete in place, will be considered completely covered by the contract unit price for Concrete Traffic Barrier (Type <u>B</u> <u>D</u>). See Roadway Plans. <br />
<br />
'''(J1.7)'''<br />
:&oslash;<sub>b</sub> = <u>&nbsp; &nbsp;</u>&deg; and Unit weight, Ɣ<sub>b</sub> = ___pcf for retained backfill material to be retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.8) Use either or both foundation parameter notes for foundation ground as determined by the Geotechnical Section and reported on the Foundation Investigation Geotechnical Report.'''<br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for unimproved foundation ground where wall is to bear.</u><br />
:<u>&oslash;<sub>f</sub> = &nbsp; &nbsp;&deg; for improved foundation ground where wall is to bear.</u><br />
<br />
'''(J1.9)'''<br />
:Contractor shall include design ø<sub>r</sub> (actual ø<sub>r</sub> &ge; 34&deg; and the total unit weight, Ɣ<sub>r</sub>, for the select granular backfill (reinforced backfill and wedge area backfill) for structural systems on shop drawings. Contractor shall identify source of select granular backfill material, submit proctor in accordance with AASHTO T 99 (ASTM D698) and gradation with the shop drawings. When backfill material is too coarse to develop a proctor curve the contractor shall determine the maximum dry density (relative density) in accordance with ASTM D4253 and ASTM D4254 and assume percent passing the 200 sieve for optimum water content.<br />
<br />
:Total unit weight, Ɣ<sub>r</sub> = (95% compaction) x (maximum dry density) x (1 + optimum water content) <br />
<br />
'''(J1.10)'''<br />
:Design Ф<sub>r</sub> = 34&deg; for the select granular backfill (reinforced backfill) only for structural systems.<br />
<br />
'''(J1.11)'''<br />
:All concrete for leveling pad <u>and coping</u> shall be Class B or B-1 with f'<sub>c</sub> = 4000 psi.<br />
<br />
'''(J1.12) '''<br />
:The minimum compressive strength of concrete for <u>precast modular panel</u> <u>precast modular (drycast and wetcast) block</u> shall be 4,000 psi in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1052].<br />
<br />
'''(J1.13) For epoxy coated reinforcement requirements, see [[751.5 Structural Detailing Guidelines#751.5.9.2.2 Epoxy Coated Reinforcement Requirements|EPG 751.5.9.2.2 Epoxy Coated Reinforcement Requirements]]. Use this note if epoxy coated reinforcements required for MSE wall.'''<br />
:Precast modular panel, drycast modular, wetcast modular block and coping (or capstone) reinforcement shall be epoxy coated.<br />
<br />
'''(J1.14)'''<br />
:Soil reinforcement shall be spaced to avoid roadway drop inlet behind wall.<br />
<br />
'''(J1.15)'''<br />
:A filter cloth meeting the requirements for a Separation Geotextile material shall be placed between the select granular backfill for structural systems and the backfill being retained by the mechanically stabilized earth wall system.<br />
<br />
'''(J1.16) Use for all precast modular panel wall systems.'''<br />
:Minimum 18” wide geotextile strips shall be centered at vertical and horizontal joints of panel. Geotextile material shall be adhered to back face of panel using an adhesive compound supplied by the manufacturer. All edges of each fabric strip shall provide a positive seal. A minimum 12” overlap shall be provided between spliced filter fabric. <br />
<br />
'''(J1.17) Use for all precast modular panel wall systems.''' <br />
:Coping shall be required on this structure. When CIP coping sections extend beyond the limits of a single panel, bond breaker (roofing felt or other approved alternate) between wall panel and coping is required. Coping joints shall use ¾-inch chamfers and shall be sealed with ¾-inch joint filler. Coping reinforcement shall terminate 1 ½-inch minimum from face of coping joint.<br />
<br />
'''(J1.18) '''<br />
:Wall contractor shall show the following items on the design drawings and/or on the fabricator shop drawings. <br />
::1. Leveling pad horizontal.<br />
::2. Leveling pad length and step elevations shall be based on wall manufacture’s recommendation. Top of leveling pad elevations shall not be higher than theoretical top of leveling pad elevations shown on these plans.<br />
<br />
'''Use for drycast modular block wall system or wetcast modular block wall system unless either wall system is to be built vertical.'''<br />
<br />
'''(J1.19)'''<br />
:The top and bottom elevations are given for a vertical wall. The height of the wall shall be adjusted as necessary to fit the ground slope and the concrete leveling pad shall be adjusted as necessary to account for the wall batter. If a fence is built on an extended gutter, then the height of the wall shall be adjusted further.<br />
:The baseline of the wall shown is for a vertical wall. This baseline shall correspond to Elevation _____.<br />
<br />
'''(J1.20)'''<br />
:The contractor shall be solely responsible to coordinate construction of the wall with bridge and roadway construction and ensure that the bridge and roadway construction, resulting or existing obstructions, shall not impact the construction or performance of the wall. Soil reinforcement shall be designed and placed to avoid damage by pile driving, guardrail post installation, utility and sign foundations. (See Roadway and Bridge plans.)<br />
<br />
'''PREQUALIFIED MSE WALL SYSTEMS'''<br />
<br />
'''(J1.21) <font color="purple">[MS Cell]</font color="purple">'''<br />
:{|border="0" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="6" style="border-top:3px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:3px solid black"|MSE Wall Systems Data Table<br />
|-<br />
!colspan="2" style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Proprietary Wall<br/>Systems<br />
!colspan="4" style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Combination Wall Systems<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:3px solid black; border-right:1px solid black"|Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|System<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing Unit<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Facing<br/>Unit<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:1px solid black"|Geogrid<br/>Manufacturer<br />
!style="border-top:1px solid black; border-bottom:1px solid black; border-left:1px solid black; border-right:3px solid black"|Geogrid<br />
|-<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid black; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:1px solid gray; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:3px solid black; border-right:1px solid black"| &nbsp;<br />
!style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:1px solid black"| &nbsp;<br />
|style="border-top:1px solid gray; border-bottom:3px solid black; border-left:1px solid black; border-right:3px solid black"| &nbsp;<br />
|-<br />
|colspan="6" align="left"|MSE Wall Systems Data Table is to be completed by MoDOT construction personnel<br/> to record the manufacturer of the proprietary wall system or the manufacturers of the<br/>combination wall system that was used for constructing the MSE wall.<br />
|}<br />
<br />
'''(J1.22) Use for all precast modular panel wall systems. Use for drycast modular block wall system or wetcast modular block wall system if either system is to be built vertical.'''<br />
:<u>The MSE wall system shall be built vertical.</u><br />
<br />
'''(J1.23) Use when the type of MSE wall system is not optional.'''<br />
:The MSE wall system shall be a <u>drycast modular block or wetcast modular block</u> <u>precast modular panel</u> wall system.<br />
<br />
'''(J1.24)'''<br />
:Topmost layer of reinforcement shall be fully covered with select granular backfill for structural systems, as approved by the wall manufacturer, before placement of the Separation Geotextile.<br />
<br />
'''(J1.25)''' <br />
:Minimum ____ diameter perforated PVC or PE pipe. <br />
<br />
'''(J1.26)'''<br />
:Manufacturer shall show drain details on design plans to be submitted as shown on MoDOT MSE wall plans and/or roadway plans. <br />
<br />
'''(J1.27)'''<br />
:Contractor shall modify the drain details as shown if it will improve flow as may be the case for a stepped leveling pad, and for an uneven ground line (approval of the engineer required).<br />
<br />
'''(J1.28) '''<br />
:Select granular backfill shall extend a minimum of 12" beyond the end of all soil reinforcement. Where the angle, Ɵ, between the retained backfill excavation/fill line and the horizontal is less than 90°, the wedge area backfill between Ɵ and 90° shall be filled with select granular backfill for structural systems meeting the requirements of [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010].<br />
::- For 45° < Ɵ ≤ 90°, properties for retained backfill shall be used for active force computations.<br />
::- For Ɵ ≤ 45°, contractor shall have the option to use properties for select granular backfill, Ф<sub>r</sub>, or better aggregate material for active force computations in the wedge area backfill. For active force computations, the angle of internal friction for wedge area backfill material, Ф<sub>r</sub>, shall be limited to 34° unless determined otherwise in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Section 1010]. If Ф<sub>r</sub> > 34° is desired for wedge area backfill then test report shall be submitted with manufacturer's design plans. Ф<sub>r</sub> shall not be greater than 40°. Final configuration of this option shall be sent to Geotechnical Section for a new overall global stability analysis. Design Ф<sub>r</sub>° shall be shown on the manufacturer's design plans if used. <br />
:The slope excavation line shall be benched and separation geotextile shall be placed between the retained backfill and either select granular backfill or better aggregate material, and between the select granular backfill and better aggregate material.<br />
:Show range of acceptable theta (Ɵ) angle on shop drawings which must be consistent with design computations and proposed construction of wall. Show active force computation properties (Ф° = Ф<sub>r°</sub> and γ = γ<sub>r</sub> or Ф° = Ф<sub>b°</sub> and γ = γ<sub>b</sub>) on shop drawings and in design computations. Coordination between wall designer (manufacturer) and contractor is required before shop drawing submittal.<br />
<br />
:{|border="1" style="text-align:center;" cellpadding="5" cellspacing="0"<br />
|-<br />
!colspan="5" style="background:#BEBEBE"| Material Properties Used In Design<br />
|-<br />
!colspan="2" style="background:#BEBEBE"|Reinforced Fill/Select Granular Backfill!!colspan="2" style="background:#BEBEBE"|Active Force Computations!! style="background:#BEBEBE" width="125"|Foundation<br />
|-<br />
|width="80"|ф<sub>r</sub>°||width="80"| γ<sub>r</sub> (pcf) ||width="80"| ф° ||width="80"|γ (pcf) ||width="80"| ø<sub>f</sub>°<br />
|-<br />
| &nbsp; || || || || <br />
|}<br />
<br />
:MSE Wall designer shall include table on shop drawings and provide values used in the design computations. Effects of cohesion shall be ignored unless approved by the engineer.<br />
<br />
'''Use Notes J1.29 thru J1.33 for all precast modular panel wall systems'''<br />
<br />
'''(J1.29)'''<br />
:Inverted U-shape reinforced capstone may be used in lieu of coping. Panel dowels for level-up concrete shall be required, and provided by manufacturer. The dowels shall be field trimmed to clear the capstone by a minimum of 1 1/2 inches and a maximum of 2 1/2 inches.<br />
<br />
'''(J1.30) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than or equal to 10 feet. <br />
<br />
'''(J1.31)'''<br />
:Aluminized soil reinforcement shall have edges coated with coating material per manufacturer.<br />
<br />
'''(J1.32) Use for MSE Walls when there may be contact between dissimilar metals.'''<br />
:All steel soil reinforcements shall be separated from other metallic elements by at least 3 inches. <br />
<br />
'''(J1.33)''' <br />
:Use default values for the pullout friction factor, F<sup>*</sup>, in accordance with LRFD figure 11.10.6.3.2-2 and default value for scale effect correction factor, α, in accordance with LRFD table 11.10.6.3.2-1. For approved steel strips not shown in LRFD figure 11.10.6.3.2-2, use F<sup>*</sup> ≤ 2.0 at zero depth and F<sup>*</sup> ≤ Tan Ф<sub>r</sub> at 20 feet depth and Фr design = 34°. F<sup>*</sup> and α values shall be shown on the shop drawings.<br />
<br />
'''(J1.34) Use for all MSE wall plans.'''<br />
:The MSE wall system shall be built in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 720].<br />
<br />
'''(J1.35) Use for MSE Walls when there may be obstructions in reinforced soil mass.'''<br />
:The splay angle should be less than 15° and tensile capacity of splayed reinforcement shall be reduced by the cosine of the splay angle. Soil reinforcement shall clear the obstruction by at least 3 inches.<br />
:No reinforcement shall be left unconnected to the wall face or arbitrarily cut/bent in the field to avoid the obstruction.<br />
:Where interference between the vertical obstruction and the soil reinforcement is unavoidable, the design of the wall near the obstruction may be modified using one of the alternatives in FHWA-NHI-10-024, Section 5.4.2. Show detail layout on the drawings. For wall designs with horizontal obstructions in reinforced soil mass, see FHWA-NHI-10-024, Section 5.4.3.<br />
<br />
'''Use Notes J1.36 thru J1.40 for drycast modular block wall systems or wetcast modular block wall systems.'''<br />
<br />
'''(J1.36) Permanent shims for drycast modular block wall systems or wetcast modular block wall systems:'''<br />
:Permanent shims will be sparingly allowed to maintain horizontal and vertical control. The preferable shim shall be made of a plastic material that will not rust, stain, rot or leach onto the concrete and has a minimum compressive strength equal to block wall unit. Steel or wood shims will not be allowed. Shims shall not exceed 3/16 inch in thickness and shall distribute load in order to not induce stress into block wall units. No shim shall be used between the concrete leveling pad and the base course of the block wall.<br />
<br />
'''(J1.37)''' <br />
:Holes shall be 5/8-inch round and extended 4 inches into the third layer of blocks, recessed 2 inches deep by 1 1/2 inches round.<br />
<br />
'''(J1.38)'''<br />
:Rods or reinforcing bars shall be secured by an approved resin anchor system in accordance with [https://www.modot.org/missouri-standard-specifications-highway-construction Sec 1039].<br />
<br />
'''(J1.39)'''<br />
:Recess hole shall be backfilled with non-shrink cement grout.<br />
<br />
'''(J1.40) Use for MSE walls in seismic design category B, C, and D (seismic zone 2, 3, and 4).'''<br />
:Upper two layers of soil reinforcement shall be extended 3 feet beyond the lower layers when wall height is greater than 10 feet. <br />
<br />
'''(J1.41) Use when interior angle between two precast modular panel walls is less than or equal to 70°.'''<br />
:When interior angle between two walls is less than or equal to 70°, the affected portion of the MSE wall shall be designed as an internally tied bin structure with at-rest earth pressure coefficients. Acute angle corner structures shall not be stand-alone separate structures. For additional design steps see (FHWA-NHI-10-024).<br />
<br />
'''Use for all MSE wall plans.''' <br />
<br />
'''(J1.42) '''<br />
:Excavation quantities and pay items are given on the roadway plans. Excavation quantities are based on a soil reinforcement length of _____ ft. The soil reinforcement length may vary based upon the wall design selected by the contractor. Plan excavation quantities will be paid regardless of any actual quantities removed based on the soil reinforcement length and design selected.<br />
<br />
'''(J1.43) For staged bridge construction with MSE walls at the abutments show following note on the plan details when temporary MSE wall is required. Also use note J1.41 when interior angle between two walls is 65° to 70°.'''<br />
:Contractor shall be responsible for the internal stability, external stability, compound stability, and overall global stability of the temporary MSE wall structure. The soil parameters assumed for the temporary MSE wall design shall be those shown on the plan details for the MSE Wall and shown in the foundation report. The contractor shall submit the proposed method of temporary MSE wall construction to the engineer prior to beginning work.<br />
:See special provisions.<br />
<br />
== K. Approach Slab Notes (Notes for Bridge Standard Drawings)==<br />
<br />
<br />
=== K1. General ===<br />
<br />
'''(K1.1) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:All concrete for the bridge approach slab <u>and sleeper slab</u> shall be in accordance with Sec 503 (f'<sub>c</sub> = 4,000 psi).<br />
<br />
'''(K1.2)'''<br />
:All joint filler shall be in accordance with Sec 1057 for preformed fiber expansion joint filler, except as noted.<br />
<br />
'''(K1.3) Use for Bridge Approach Slab (Major Road) and omit underlined part for concrete sub-class Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab <u>and the sleeper slab</u> shall be epoxy coated Grade 60 with F<sub>y</sub> = 60,000 psi.<br />
<br />
'''(K1.4)'''<br />
:Minimum clearance to reinforcing steel shall be 1 1/2", unless otherwise shown.<br />
<div id="(K1.5.1)"></div><br />
<br />
'''(K1.5.1) Use for Bridge Approach Slab (Major Road).'''<br />
:The reinforcing steel in the bridge approach slab and the sleeper slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 24 inches for #5 bars and 40 inches for #6 bars, or by mechanical bar splice.<br />
<br />
'''(K1.5.2) Use for Bridge Approach Slab (Minor Road).'''<br />
:The reinforcing steel in the bridge approach slab shall be continuous. The transverse reinforcing steel may be made continuous by providing a minimum lap splice of 26 inches for #4 bars, or by mechanical bar splice.<br />
<br />
'''(K1.6) Use underline portion when mechanical bar splices are required due to staged construction. '''<br />
:Mechanical bar splices shall be in accordance with Sec 710. <u>(Estimated ____ splices per slab) </u><br />
<br />
'''(K1.7)'''<br />
:<math>\, *</math> Seal joint between vertical face of approach slab and wing with sealant in accordance with Sec 717 for silicone joint sealant for saw cut and formed joints.<br />
<br />
'''(K1.11)'''<br />
:The contractor shall pour and satisfactorily finish the <u>bridge</u> <u>semi-deep</u> slab before placing the bridge approach slab.<br />
<br />
'''(K1.12)'''<br />
:Longitudinal construction joints in approach slab <u>and sleeper slab</u> shall be aligned with longitudinal construction joints in <u>bridge</u> <u>semi-deep</u> slab.<br />
<br />
'''(K1.13) Use for Bridge Approach Slab (Major Road)'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the approach slab, including the timber header, sleeper slab, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Major Road) per square yard.<br />
<br />
'''(K1.14a) Use for Bridge Approach Slab (Minor) – Concrete Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the concrete bridge approach slab, including the timber header, underdrain, Type 5 aggregate base, joint filler and all other appurtenances and incidental work as shown on this sheet, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.14b) Use for Bridge Approach Slab (Minor) – Asphalt Slab Only'''<br />
:Payment for furnishing all materials, labor and excavation necessary to construct the asphalt bridge approach slab, including tack, curb and Type 5 aggregate base within the pay limits shown, complete in place, will be considered completely covered by the contract unit price for Bridge Approach Slab (Minor) per square yard. <br />
<br />
'''(K1.15) Use for Bridge Approach Slab (Major Road) and Bridge Approach Slab (Minor Road) – Concrete Slab Only'''<br />
:For concrete approach pavement details, see roadway plans.<br />
<br />
'''(K1.16) Use for Bridge Approach Slab (Major Road)'''<br />
:See Missouri Standard Plan 609.00 for details of Type A curb.<br />
<br />
'''(K1.17) Use for Bridge Approach Slab (Minor Road) – Asphalt Slab Only'''<br />
:See Missouri Standard Plan 609.00 for details of Type S curb. <br />
<br />
'''(K1.18)'''<br />
:With the approval of the engineer, the contractor may crown the bottom of the approach slab to match the crown of the roadway surface.<br />
<br />
'''(K1.19) <font color="purple">[MS Cell]</font color="purple"> Use boxed note for Bridge Approach Slab (Minor Road)'''<br />
<br />
{|style="padding: 0.3em; margin-left:1px; border:1px solid #000000; background:#ffffff" text-align:center; font-size: 95%; width="380px" align="center" <br />
|-<br />
|colspan="2"|MoDOT Construction personnel will indicate the bridge approach slab used for this structure:<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Concrete Bridge Approach Slab<br />
|-<br />
|width="45"| ||<BIG>□</BIG> Asphalt Bridge Approach Slab<br />
|}<br />
<br />
'''(K1.20)'''<br />
:Drain pipe may be either 6" diameter corrugated metallic-coated pipe underdrain, 4" diameter corrugated polyvinyl chloride (PVC) drain pipe, or 4" diameter corrugated polyethylene (PE) drain pipe.<br />
<br />
[[Category:751 LRFD Bridge Design Guidelines]]</div>Hoskirhttps://epg.modot.org/index.php?title=901.18_Laboratory_Testing_for_Sec_901&diff=58587901.18 Laboratory Testing for Sec 9012026-05-06T14:02:39Z<p>Hoskir: /* 901.18.1 Procedure */ updated per RR4181</p>
<hr />
<div>This article establishes procedures for testing and reporting Laboratory samples of bolts, nuts, washers, and polyurethane foam used in highway lighting. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 901] for MoDOT’s specifications. <br />
<br />
<br />
==901.18.1 Procedure==<br />
===Bolts, Nuts, and Washers===<br />
Chemical tests consisting of thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWARE Project (AWP).<br />
<br />
Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Test results and calculations shall be recorded through AWP.<br />
<br />
===Polyurethane Foam===<br />
Tests on samples of polyurethane foam shall be conducted in accordance with the following methods:<br />
: (a) Compressive Strength - ASTM D1621<br />
: (b) Density - ASTM D1622<br />
<br />
Test results and calculations shall be recorded through AWP.<br />
<br />
==901.18.2 Sample Record==<br />
<br />
The sample record shall be completed in AASHTOWARE Project (AWP), as described in [[:Category:101 Standard Forms#Sample Record, General|AWP MA Sample Record, General]], and shall indicate acceptance, qualified acceptance or rejection. Appropriate remarks, as described in [http://epg.modot.org/index.php/106.20_Reporting EPG 106.20 Reporting], are to be included in the report to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.<br />
<br />
<br />
[[Category:901 Lighting]]</div>Hoskirhttps://epg.modot.org/index.php?title=902.28_Laboratory_Testing_Guidelines_for_Sec_902&diff=58586902.28 Laboratory Testing Guidelines for Sec 9022026-05-06T14:01:35Z<p>Hoskir: /* 902.28.1.1 Chemical Tests */ updated per RR4181</p>
<hr />
<div>To establish procedures for Laboratory testing and reporting samples of bolts, nuts, and washers used in traffic signals. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 0902] for MoDOT's specifications.<br />
<br />
==902.28.1 Procedure==<br />
<br />
===902.28.1.1 Chemical Tests===<br />
Thickness of coating shall be determined according to ASTM F2329. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
<br />
===902.28.1.2 Physical Tests===<br />
Samples of bolts and nuts shall be tested according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Original test results and calculations shall be recorded through AASHTOWare.<br />
<br />
==902.28.2 Sample Record==<br />
The sample record shall be completed in AASHTOWare, as described in [[106.20 Reporting#106.20.1.1 Automation Section|EPG 106.20.1.1 Automation Section]], and shall indicate acceptance, qualified acceptance, or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab. <br />
<br />
[[Category:902 Signals (MUTCD Part 4)|902.28]]</div>Hoskirhttps://epg.modot.org/index.php?title=903.22_Laboratory_Testing_Guidelines_for_Sec_903&diff=58585903.22 Laboratory Testing Guidelines for Sec 9032026-05-06T13:59:47Z<p>Hoskir: /* 903.22.1.1 Bolts, Nuts and Washers */ updated per RR4181</p>
<hr />
<div>[[image:903.22.gif|right|275px]]<br />
This article establishes procedures for Laboratory testing and reporting samples of material used for installation of highway signing including nuts, bolts, washers, polyurethane foam and specimens for welder qualifications.<br />
<br />
==903.22.1 Procedure==<br />
<br />
===903.22.1.1 Bolts, Nuts and Washers===<br />
Chemical tests, consisting of thickness of coating, shall be determined according to ASTM F2329. Chemical analysis of the base metal shall be determined, when requested, according to [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8.1.1 Chemical Tests|EPG 1020.8.1.1 Chemical Tests]]. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AASHTOWare.<br />
<br />
Physical tests shall be conducted according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|EPG 712.3.2.2 Physical Tests - Bolts and Nuts]]. Original test results and calculations shall be recorded through AASHTOWare.<br />
<br />
===903.22.1.2 Polyurethane Foam===<br />
Tests on samples of polyurethane foam shall be conducted in accordance with the following methods:<br />
<br />
:(a) Compressive Strength - ASTM D1621<br />
<br />
:(b) Density - ASTM D1622<br />
<br />
Original test results and calculations shall be recorded through AASHTOWare.<br />
<br />
===903.22.1.3 Structural Steel Welding===<br />
Samples of structural steel welding shall be tested in accordance with [[:Category:712 Structural Steel Construction#712.3.2.3 Structural Steel Welding|EPG 712.3.2.3 Structural Steel Welding]].<br />
<br />
===903.22.1.4 Aluminum Welding===<br />
Tests shall be performed in accordance with Section IX of the ASME Boiler and Pressure Vessel Code.<br />
<br />
==903.22.2 Sample Record==<br />
<br />
Test results for bolts, nuts, washers, and polyurethane foam shall be documented on the appropriate templates in AASHTOWare. The sample record is to indicate acceptance, qualified acceptance or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. <br />
<br />
Procedure qualification test results for welds shall be reported through AASHTOWare. Welder qualification test results are also reported through AASHTOWare.<br />
<br />
Current welder qualification status is maintained in AASHTOWare by Bridge Engineering.<br />
<br />
[[Category:903 Highway Signing (MUTCD Part 2)|903.22]]</div>Hoskirhttps://epg.modot.org/index.php?title=Category:1023_Structural_Plate_Pipe_and_Pipe-Arches&diff=58584Category:1023 Structural Plate Pipe and Pipe-Arches2026-05-06T13:58:27Z<p>Hoskir: /* 1023.2.4 Bolts and Nuts */ updated per RR4181</p>
<hr />
<div>{|style="padding: 0.3em; margin-left:1px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="280px" align="right" <br />
|-<br />
|'''MGS Information'''<br />
|-<br />
|[https://www.modot.org/general-services-specifications-mgs-subject Current General Services Specifications (MGS) By Subject] <br />
|}<br />
<br />
<br />
This article establishes procedures for the inspection, acceptance and reporting of galvanized corrugated steel plates, and bolts and nuts intended for use in the construction of structural plate pipe and pipe-arches. The erection and inspection of the erected structure is a responsibility of Construction, if erected on the project. Refer to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1023] for MoDOT’s specifications.<br />
<br />
For Laboratory testing and sample reporting procedures, refer to [[:Category:1023 Structural Plate Pipe and Pipe-Arches#1023.5 Laboratory Testing Guidelines for Sec 1023|EPG 1023.5 Laboratory Testing Guidelines for Sec 1023]]. <br />
<br />
==1023.1 Apparatus==<br />
<br />
a) Magnetic or electronic gauge, reading range 0-40 mils (0-1000 μm).<br />
<br />
b) Micrometer capable of measuring 0.0001 in. (0.00254 mm) and accurate to within at least 0.001 in. (0.0254 mm).<br />
<br />
c) Rule with suitable graduations to accurately measure the material to be inspected.<br />
<br />
==1023.2 Procedure==<br />
Corrugated galvanized plates are to be accepted on the basis of the fabricator’s certified analysis and guarantee, field testing for dimensions and corrugations and thickness of sheet, weight of coating, checking identification markings and fabrication of the plates.<br />
<br />
===1023.2.1 Manufacturer’s Certified Analysis and Guarantee===<br />
Prior to the acceptance of galvanized corrugated steel plates for structural plate pipe and pipe arches, the fabricator shall furnish Construction and Materials a Manufacturer’s Certificate and Guarantee as required by Sec 1023. The acceptable manufacturer’s certified analysis and guarantee is only valid for base metal by the manufacturers shown in [https://www.modot.org/media/484 Qualified Fabricators of Structural Steel Pipe and Pipe-Arches].<br />
<br />
Laboratory samples for determination of weight (mass) of coating and chemical analysis are to be taken at the option of the engineer or when field inspection indicates questionable compliance. If samples are to be submitted to the Central Laboratory, they shall be taken at the frequency and of the size described in Sec 1023.<br />
<br />
===1023.2.2 Field Inspection===<br />
Field testing for thickness of plate and measurement of the corrugations is to be performed on a minimum of one plate for each 100 plates, or fraction thereof, of each gage in a lot or shipment. A minimum of five thickness measurements shall be taken across the width of the sheet at one end. Two of these measurements shall be on the outermost full corrugations. Care shall be taken to avoid drip ends of plates. If any single measurement is found deficient more than the specified tolerance, that plate is to be rejected. Additional plates are to be measured until it is established the remainder of the plates are of satisfactory thickness or until it is evident that a substantial portion (approximately ten percent of the measured plates) of the lot is deficient, in which case the entire lot or shipment shall be rejected. Field measurement of corrugation depth and pitch is to be performed on the same plates as field thickness. Rejection and resampling for corrugation depth or pitch is the same as for field thickness.<br />
<br />
Field determination of weight (mass) of coating shall be made by magnetic gauge on each lot or shipment of plates, whether samples are submitted to the Central Laboratory or not. Two samples shall be selected by the manufacturer for testing from each 100 plates or fraction thereof of each gage (thickness) in a shipment. Sample size shall be as described in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1023.3.2]. One sample shall be tested by the manufacturer and the other will be retained for the engineer for quality assurance purposes. The magnetic gauge is to be operated and calibrated in accordance with ASTM E 376.<br />
<br />
A single-spot test is to be comprised of at least five readings in a small area and those readings averaged to obtain a single-spot test result. Three such areas should be tested on each side of the plate being tested; one near each end and one near the middle. This would yield six single-spot test results for that plate. Test each plate selected in the same manner. Average all single-spot test results from all plates tested in that shipment to obtain the average coating weight (mass) to be reported. The minimum coating weight (mass) reported would be the lowest average coating found on any one plate. Since the specified coating weight (mass) is for double-exposed surfaces, the test results to be reported are to be doubled so the reported test results can be directly applied to the specifications.<br />
<br />
Material may be accepted or rejected for galvanized coating on the basis of magnetic gauge results. If a test result fails to comply with the requirements of the specifications, that lot should be resampled at double the original sampling rate. If any of the resample specimens fail to comply with the specifications, that lot is to be rejected. The fabricator is to be given the option of sampling for Central Laboratory testing, if the magnetic gauge test results are within minus 15 percent of the specified coating weight (mass).<br />
<br />
Inspection for fabrication is to include checking bolt hole size and spacing, repair of beveled ends, and workmanship. The details of workmanship are described in Sec 1023.<br />
<br />
===1023.2.3 Identification Markings===<br />
Each plate is to be marked with a weather resistant marking placed on the plate by the fabricator so the identification marking will appear on the inside of the pipe or pipe-arch after erection. The marking shall show the name of plate fabricator, specified galvanized plate thickness, specified weight (mass) of coating, identification symbols showing sheet manufacturer and heat or lot number, and AASHTO designation.<br />
<br />
===1023.2.4 Bolts and Nuts===<br />
Bolts and nuts are to be accepted on the basis of a certified mill test report and field inspection. Samples need to be submitted to the Central Laboratory only when field inspection indicates questionable compliance.<br />
<br />
Bolts and nuts for use in structural plate pipe and pipe-arch are high-strength and require markings on the bolt heads and on the nuts. The required identification markings may be found in the applicable ASTM specification. The bolts and nuts are to be accompanied by a certified mill test report from the manufacturer, showing complete chemical and physical tests for the material and a statement that they were galvanized in accordance with ASTM F2329, or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
<br />
The bolts, nuts, and washers, when used, are to be tested for weight (mass) of coating with a magnetic gauge in the same manner as described in the paragraph below, except a smaller number of readings may be taken due to size and shape of the item. Samples selected for testing are to be taken at the frequency and of the size shown in the table below.<br />
<br />
Samples of the bolts, nuts, and washers may be submitted to the Central Laboratory for weight (mass) of coating, chemical analysis, dimensions, and physical testing if field inspection indicates questionable compliance. Tension tests may not be possible, depending on the length of bolt and shape of bolt shoulder, however hardness can be determined. When samples are submitted to the Laboratory, a copy of the mill test report should accompany the sample. Samples for Laboratory testing are taken at the following rate:<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ ''Number of pieces in a lot to be taken as a sample''<br />
! style="background:#BEBEBE" |Lot Size!!style="background:#BEBEBE"|Sample Size<br />
|-<br />
|align="center"|0-800|| align="center"| 3<br />
|-<br />
| align="center"|801-8,000|| align="center"| 6<br />
|-<br />
| align="center"|8,001-22,000 || align="center"|9<br />
|-<br />
| align="center"|22,001 + || align="center"|15<br />
|}<br />
<br />
==1023.4 Sample Record==<br />
<br />
A sample record shall be completed in AASHTOWARE Project (AWP) in accordance with [[:Category:101 Standard Forms #Sample Record, General|AWP MA Sample Record, General]], and shall be used to identify samples to be submitted to the Central Laboratory. The inspector is to show complete information in the sample record including the following for each lot or shipment sampled:<br />
<br />
a) Complete identification shown on the galvanized plate.<br />
<br />
b) Whether sample is cut from plate or is a coupon.<br />
<br />
c) Results of field thickness measurements (minimum or average) for each lot or shipment sampled.<br />
<br />
d) Whether corrugation dimensions comply with specification requirements.<br />
<br />
Inspection reports of the plates, nuts, bolts, and washers shall be made in AWP, and shall indicate acceptance or rejection. Appropriate remarks as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the Free Form test to clarify conditions of acceptance or rejection. Completion of sample records for materials purchased under a MoDOT purchase order is to be as described in [[:Category:1101 Materials Purchased by a Department Purchase Order|EPG 1101 Materials Purchased by a Department Purchase Order]].<br />
<br />
==1023.5 Laboratory Testing Guidelines for [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1023]==<br />
<br />
This article establishes procedures for Laboratory testing, reporting and accepting samples of bolts, nuts and washers intended for use in the construction of structural plate pipe and pipe-arches and galvanized corrugated iron or steel plates.<br />
<br />
===1023.5.1 Procedure===<br />
Laboratory tests to be performed on the sample are designated by the inspector in the remarks area of AWP.<br />
<br />
====1023.5.1.1 Chemical Tests====<br />
The procedure for determining mass of coating shall be according to AASHTO T65. Mass of coating shall be reported as ounces per square foot (kg/square meter), double exposed surface. This method shall be used in all cases where the area of the test specimen can be accurately calculated. On specimens shaped so that the area cannot be calculated, the mass of coating shall be determined with a magnetic gauge in accordance with ASTM E376. Reference should also be made to [[:Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight of coating.|Field determination of weight of coating]] for additional information on the proper use of the magnetic gauge. Chemical composition of the base metal of iron or steel plates; bolts, nuts, or washers shall be determined according to the methods set forth in [[:Category:1020 Corrugated Metallic-Coated Steel Culvert Pipe, Pipe-Arches and End Sections#1020.8.1.1 Chemical Tests|EPG 1020.8.1.1 Chemical Tests]]. Original test data and calculations shall be recorded in Laboratory workbooks. Test results shall then be recorded through AWP.<br />
<br />
====1023.5.1.2 Physical Tests====<br />
When requested, thickness of sheet items shall be determined with a micrometer graduated in increments of 0.0001 in. (.00254 mm) and reported to the nearest 0.001 in. (.0254 mm). At least five thickness measurements are to be made on the tangent of corrugations at least 3/8 in. (9.5 mm) from the edge of the metal. Tolerances are to be according to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1023.4]. Both the minimum and average thickness results obtained shall be reported.<br />
<br />
Mechanical testing of bolts and nuts for connecting plates shall be performed according to [[:Category:712 Structural Steel Construction#712.3.2.2 Physical Tests - Bolts and Nuts|High strength bolts, nuts, and washers]]. Dimensions of bolts, nuts and washers and markings of bolts and nuts should be checked for conformance to the requirements of Sec 1023.3.4<br />
<br />
===1023.5.2 Sample Record===<br />
The sample record shall be completed in AASHTOWARE Project (AWP) in accordance with [[:Category:101 Standard Forms #Sample Record, General|AWP MA Sample Record, General]], and shall indicate acceptance, qualified acceptance, or rejection. Appropriate remarks, as described in [[106.20 Reporting|EPG 106.20 Reporting]], are to be included in the remarks to clarify conditions of acceptance or rejection. Test results shall be reported on the appropriate templates under the Tests tab.</div>Hoskirhttps://epg.modot.org/index.php?title=Category:1040_Guardrail,_End_Terminals,_One-Strand_Access_Restraint_Cable_and_Guard_Cable_Material&diff=58583Category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Guard Cable Material2026-05-06T13:54:24Z<p>Hoskir: /* 1040.2.2 Bolts, Nuts, and Washers */ updated per RR4181</p>
<hr />
<div>[[image:1040 guardrail.jpg|right|400px]]<br />
This article establishes procedures for inspecting, [[106.3 Samples, Tests and Cited Specifications#106.3.1 Sampling|sampling]], accepting and reporting of [[606.1 Guardrail|guardrail]] and [[606.2 Guard Cable|guard cable]] material specified in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1040]. <br />
<br />
For Laboratory testing and sample reporting procedures, refer to [[1040.5 Laboratory Testing Guidelines for Sec 1040|EPG 1040.5 Laboratory Testing Guidelines for Sec 1040]]. <br />
<br />
==1040.1 Apparatus==<br />
<br />
:(a) Scales accurate to within 0.5 percent of the weight (mass) of the sample to be weighed.<br />
<br />
:(b) Magnetic gauge, reading range of 0-40 mils (0-1000 <sub><math>\mu\,</math></sub>m).<br />
<br />
:(c) Micrometer or vernier caliper capable of measuring to 0.0001 in. (0.00254 mm) and accurate to within at least 0.001 in. (0.0254 mm).<br />
<br />
:(d) Rule with suitable graduations to accurately measure the material to be inspected.<br />
{|style="padding: 0.3em; margin-left:7px; border:2px solid #a9a9a9; text-align:center; font-size: 95%; background:#f5f5f5" width="280px" align="right" <br />
|-<br />
|'''MGS Information'''<br />
|-<br />
|[https://www.modot.org/general-services-specifications-mgs-subject Current General Services Specifications (MGS) By Subject] <br />
|-<br />
|[http://epg.modot.org/forms/CM/GuardrailInspectionChecklist.pdf Guardrail Inspection Checklist]<br />
|-<br />
|[[media:1040.2 Guardrail Inspection.ppt|Guardrail Inspection PowerPoint]]<br />
|}<br />
<br />
:(e) Fiber-reinforced strapping tape.<br />
<br />
==1040.2 Procedure==<br />
<br />
All suppliers/distributors of products defined in this section are considered to be the installers of the product and are required to be approved on the "Prequalified Guardrail, Fence Material, and Posts Supplier list”. Note: This is a separate pre-qualification for Suppliers/Distributors and should not be confused with the Brand Registration and Guarantee discussed below that relates to the manufacturer of the material. To become prequalified a written request is submitted by the Supplier/Distributor to the Construction and Materials Division. This request must include a completed [http://epg.modot.org/forms/CM/Section1040,1043,1044_Inclusion_Certification.pdf ''Pre-Qualified Section 1040,1043, and 1044 Supplier Inclusion Certification and Guarantee Statement''] form. A list of those Suppliers/Distributors who are approved is shown in the pre-qualified suppliers list.<br />
<br />
Once approved, the supplier/distributor can ship material to MoDOT projects without prior project specific inspection. Prior to shipping material to MoDOT projects, the supplier/distributor submits a completed [http://epg.modot.org/forms/CM/Section1040,1043,1044_Shipping_Report_Form_Fillable.pdf ''Section 1040, 1043, and 1044 Shipping Report'' form] to the district contact responsible for their material inspection. The engineer will assign a specific MoDOT identification number to each product included in the shipment, and return the form to the supplier/distributor. This updated and returned shipping form must accompany the product(s) to the MoDOT project. The inspector then creates an AASHTOWARE Project (AWP) sample record capturing details from the shipping report including but not limited to: material, supplier, manufacturer, contract number, job number, line item number, quantity and units.<br />
<br />
To maintain prequalification the supplier/distributor must accurately evaluate, organize and store all quality control documentation associated with each shipment for a period of not less than 3 years. This documentation must be available to the engineer immediately upon request for random audits. See [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1040.2.4] for information related to supplier/distributor disqualification.<br />
<br />
The engineer will be responsible for quality assurance inspection at both the suppliers/distributor’s yard and at MoDOT project sites after material delivery. Inspections will include both physical testing for specification compliance of the product(s) and document review for accuracy and completeness. The [[media:1040.2 Guardrail Inspection Guide.docx|Guardrail Inspection Guide]] can be used as a reference for both supplier/distributors and inspectors performing quality assurance. An AWP sample record is created by the inspector to document the engineer’s quality assurance inspection. The inspector should include a Free Form test with a testimony of actions taken by the inspector during the plant/jobsite inspection. This quality assurance inspection should be completed at a minimum frequency of one facility inspection per month and one jobsite inspection per month. If the jobsite is outside the shipping district, the shipping district can contact the receiving district to perform the inspection. These are minimum recommendations and can be increased at any time. Inspections frequency should be increased relative to any failure in specification compliance.<br />
<br />
===1040.2.1 Guardrail Beam and Related Sheet Items===<br />
<br />
Guardrail beams, end sections, bufferends, end shoes, back-up plates and related steel sheet items may be accepted on the basis of Brand Registration and Guarantee when furnished by those fabricators who have filed an acceptable Brand Registration and Guarantee, as listed in Table 1040.2.1.1. If the guardrail fabricator has not filed an acceptable Brand Registration and Guarantee, an acceptable mill test report or certification will be required. Regardless of the type of documentation furnished, field inspection performed shall include examination of mill test reports or certifications, if not accepted on Brand Registration and Guarantee; checking identification markings and fabrication; determination of thickness, weight (mass) of coating, and dimensions. Samples shall be submitted to the Laboratory when requested by Construction and<br />
Materials or when field inspection indicates questionable compliance with the specifications. When samples are taken, they are to be taken at the frequency and of the size shown in [[:category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Table 1040.2.1.2 Sampling Requirements|Table 1040.2.1.2]].<br />
<br />
<br />
====<center>''Table 1040.2.1.1 List of Prequalified Guardrail Fabricators Brand Registration and Guarantee on File''</center>====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE" colspan="8"|Buffalo Specialty Products, Inc., Buffalo, New York. <br />
|-<br />
| colspan="8"| Brand Registration relates to guard rail beams marked in the following manner:<br />
|-<br />
|align="center" colspan="8"| BSP Identification Code M-180 Class Type<br />
|-<br />
|colspan="8"| The markings will appear on each beam element on the center corrugation of the traffic face and will consist of 1/4 in. (6 mm) tall letters embossed into the metal forming the rail element. Identification Code is a 2-letter marking code that refers to a specific heat number lot on file with the Buffalo Specialty Products, Inc. The Date and Shift of galvanizing will be in yellow waterproof ink on the back of the rail in the valley. This document also relates to back-up plates, end sections, buffer ends, end shoes and hardware. Markings for these items will be on durable tags to each bundle (or on labels affixed to at least one section in each bundle). Bolts and nuts for Types 1, 2 and 3 beams are certified as manufactured to comply with the requirements of ASTM A 307 and galvanized to comply with the requirements of AASHTO M 232. Bolts and nuts for Type 4 beams will be corrosion resistant steel and conform to the requirements of ASTM A 307.<br />
|-<br />
! style="background:#BEBEBE" colspan="8"|Central Fabricators, Inc., Kosciuski, Mississippi<br />
|-<br />
|colspan="8"| Brand Registration relates to guardrail beams marked in the following manner:<br />
|-<br />
|align="center" colspan="8"|(Brand) CF M-180, Heat Number, Coating Lot, Class-Type<br />
|-<br />
|colspan="8"| The markings will appear in the approximate center on each beam element on the center hump on the back side. The markings will consist of 5/16 in.-tall letters embossed into the metal forming the rail element. Heat number is 6 to 10 digits, alpha-numeric. Coating Lot is week (one or two digits) and Year as two digits. This document also relates to back-up plates, end sections, buffer ends, end shoes, and hardware. Markings for these items will be on durable tags to each bundle (or on labels affixed to at least one section in each bundle). Bolts, nuts and washers are certified as manufactured to comply with the requirements of ASTM A 307 and galvanized to comply with the requirements of ASTM A 153.<br />
|-<br />
! style="background:#BEBEBE" colspan="8"|Contech Construction Products, Inc., Middletown, Ohio<br />
|-<br />
|colspan="8"| Brand Registration relates to guardrail beams marked in the following manner:<br />
|-<br />
|align="center" colspan="8"|CONTECH Flex-Beam Identification Code M-180 Class Type (W-BEAM SHAPE)<br />
|-<br />
|align="center" colspan="8"| C Flex-Beam Identification Code M-180 Class Type (THRIE BEAM SHAPE)<br />
|-<br />
|colspan="8"| The markings will appear on each beam element on the center corrugation and on the side opposite the traffic face. The markings will consist of 1/4 in. (6 mm) tall letters embossed into metal forming the rail element. Identification Code will appear on the beams as a heat number and stock card number. This document also relates to back-up plates, end sections, buffer ends and end shoes. Markings for these items will be on durable tags attached to each bundle (or on labels affixed to at least one section in each bundle). All splice bolts and post bolts furnished in conjunction with guardrail beam are certified as manufactured to comply with the requirements of ASTM A 307 and galvanized to comply with the requirements of ASTM A 153.<br />
|-<br />
! style="background:#BEBEBE" colspan="8"|Gregory Highway Products, Inc., Canton, Ohio<br />
|-<br />
|colspan="8"| Brand Registration relates to guardrail beams marked in the following manner:<br />
|-<br />
|align="center" colspan="8"|GH M-180, Class-Type, Heat Number, Coating Lot<br />
|-<br />
|colspan="8"| The markings will appear every 2 ft. 0 in. (600 mm) on each beam element on the center corrugation. The markings will consist of ½ in. (12 mm) tall letters embossed into the metal forming the rail element. This document also relates to back-up plates, end sections, buffer ends and end shoes. Markings for these items will be on durable tags attached to each bundle (or on labels affixed to at least one section in each bundle). All bolts and nuts furnished in conjunction with guardrail beam are certified as manufactured to comply with the requirements of ASTM A307 and galvanized to comply with the requirements of ASTM A 153. Washers will be galvanized to meet ASTM A 153.<br />
|-<br />
! style="background:#BEBEBE" colspan="8"|Highway Safety Corp., Glastonbury, Connecticut<br />
|-<br />
|colspan="8"| Brand Registration relates to guardrail beams marked in the following manner. The oval shown in the center of the marking represents the post bolt slot.<br />
|-<br />
|align="center"|HS||align="center"|Date||align="center"|M-180||align="center"|Class||align="center"|Type||align="center"|[[image:1040.2.1.2 highway.jpg]]||colspan="2" align="center"|Heat Number<br />
|-<br />
|colspan="8"| The markings will appear every 6 ft. 3 in. (1905 mm) on each beam element on the center corrugation of the traffic face, centered around the post bolt slot, and will consist of 1/4 in. (6 mm) tall letters embossed into the metal forming the rail element. This document also relates to back-up plates, end sections, buffer ends, end shoes and hardware. Markings for these items will be on durable tags to each bundle (or on labels affixed to at least one section in each bundle). Bolts are certified as manufactured to comply with the requirements of ASTM A 307 and galvanized to comply with the requirements of ASTM A 153. Nuts are certified as manufactured to comply with the requirements of ASTM A 563 and galvanized to comply with the requirements of ASTM A 153.<br />
|-<br />
! style="background:#BEBEBE" colspan="8"|R. G. Steel Corp., Pulaski, Pennsylvania<br />
|-<br />
|colspan="8"| Brand Registration relates to guardrail beam marked in the following manner. <br />
|-<br />
|colspan="2" align="center"|## ##||colspan="2" align="center"|RG||align="center"|####||colspan="2" align="center"| M180||align="center"|X#<br />
|-<br />
|colspan="2" align="center"| Number & Coating Lot ||colspan="2" align="center"|Manufacturer Brand Name||align="center"|Heat Code ||colspan="2" align="center"|AASHTO Specification ||align="center"|Class & Type<br />
|-<br />
|colspan="8"| Rail is embossed with identification markings in accordance with AASHTO M180. Identification markings are located in the valley, on the traffic face of the rail and are repeated throughout the length of the rail.<br />
|-<br />
! style="background:#BEBEBE" colspan="8"|Trinity Industries, Inc., Dallas, Texas<br />
|-<br />
|colspan="8"| Registration relates specifically to standard and T-31 guardrail beams marked in the following manner. Markings for internal use in addition to those shown below may appear on the rail. The plant names shown to the left of the Logo are for information only, these names will not appear in the marking. (W-BEAM, THRIE-BEAM)<br />
|-<br />
|Fort Worth, TX||align="center"|[[image:1040.2.1.2 trinity.jpg]]||align="center"| M-180||align="center"|Class & Type||align="center"|Heat Code||align="center"|Identification Code||align="center"|Lot Number||align="center"|F<br />
|-<br />
|Girard, OH||align="center"|[[image:1040.2.1.2 trinity.jpg]]||align="center"|M-180||align="center"|Class & Type||align="center"|Heat Code||align="center"|Identification Code||align="center"|Lot Number||align="center"|G<br />
|-<br />
|Centerville, UT||align="center"|[[image:1040.2.1.2 trinity.jpg]]||align="center"|M-180||align="center"|Class & Type||align="center"|Heat Code||align="center"|Identification Code||align="center"|Lot Number||align="center"|U<br />
|-<br />
|Lima, OH||align="center"|[[image:1040.2.1.2 trinity.jpg]]||align="center"| M-180||align="center"|Class & Type||align="center"|Heat Code||align="center"|Identification Code||align="center"|Lot Number||align="center"|L<br />
|-<br />
|Orangeburg, SC||align="center"|[[image:1040.2.1.2 trinity.jpg]]||align="center"|M-180||align="center"|Class & Type||align="center"|Heat Code||align="center"|Identification Code||align="center"|Lot Number||align="center"|O<br />
|-<br />
|colspan="8"| The markings will appear on each beam element, on the center corrugation of the rail element for W-beam rail, and on the top corrugation for thrie-beam rail. Identification Code is the Mill Heat Number and Galvanized Lot, that is traceable to the galvanizing date (i.e., 01234567 08 00, where 01234567 is the heat number, 08 is the week of the year and 00 is the year). Longitudinal location along the rail and frontside/backside location will vary depending on plant. Brand Registration also applies to end sections, back-up plates, and guardrail accessories. Bolts, nuts, and washers are certified to meet or exceed specification requirements of AASHTO M 180.<br />
|}<br />
<br />
====<center>''Table 1040.2.1.2 Sampling Requirements''</center>====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Item!! style="background:#BEBEBE"|Sample Frequency!! style="background:#BEBEBE"|Sample Size, Submitted For <br />
|-<br />
|Guard Rail Beams|| 1/200 pieces / Lot|| Each sample is to consist of 1 piece full width of beam and 18 in. (450 mm) in length, free of holes. Flame cutting to procure this sample is permitted -Thickness, Dimensions (Shape), Weight (mass) of Coating, Mechanical Tests.<br />
|-<br />
|End Sections, buffer Ends, End Shoes and Back-up Plates ||1/200 pieces / Lot||Each sample is to consist of 1 entire unit - Thickness, Dimensions, Weight (mass)of Coating, Mechanical Properties.<br />
|-<br />
|Steel Guard Rail Posts and Cable Posts||3/1000 posts or fraction thereof/Lot||Each sample is to consist of 3 specimens, each 2 in. (50 mm) in length cut from one post, cut one specimen approximately 4 in. (100 mm) from each end of the post and one from near the middle - Weight (mass) of Coating.<br />
|-<br />
|Steel Post Blocks, Steel Post Connectors, Anchor Plates, Bearing Plates, Soil Plates, Steel Tube for BCT and End Anchor ||3/1000 pieces or fraction thereof/Lot|| Each sample is to consist of 1 entire unit - Weight (mass) of Coating<br />
|-<br />
|Splice or Post Bolts, Nuts and Washers ||3 for lots of 0 to 800 pcs., 6 for lots of 801 to 8,000 pcs., 9 for lots of 8,001 to 22,000 pcs., 15 for lots of 22,001 pcs. + || Each sample is to consist of one bolt, nut and washer. - Dimensions, Weight (mass) of Coating, Mechanical Properties.<br />
|-<br />
|1/2 in. and ¾ in. Guard Cable ||2 for lots of 0 to 5,000 ft., 3 for lots of 5,001 to 30,000 ft., 4 for lots of 30,001 to 150,000 ft., 5 for lots of 150,000 ft. +||Each sample is to be 5 ft. [1500 mm] in length - Weight (mass) of Coating, Dimensions and Fabrication, Mechanical Properties<br />
|-<br />
|Turn Buckles, Anchor Sockets, Cable Clips, Cable Clamps and Screw Type Anchors||1/Lot|| Each sample is to consist of 3 units - Weight (mass) of Coating.<br />
|-<br />
|Miscellaneous Nuts, Bolts, Lag Screws and Washers used for Guard Cable Assembly||-|| Same as Splice or Post Bolts, Nuts and Washers<br />
|-<br />
|Rod for Cable Anchor Assembly and Cable End Assembly|| 1/Lot|| Each sample is to consist of 3 specimens each 6 in. (150 mm) in length and cut from different pieces. Do not sample fully threaded rods. - Weight (mass) of Coating.<br />
|-<br />
| colspan="3"|A lot shall be the quantity of material offered for inspection at one time, of the same type and size, or of the same heat number – as applicable.<br />
|}<br />
<br />
An acceptable mill test report is to include the quantity of each item, thickness, heat number, results of tests for yield, tensile and elongation, coating date and results of tests for coating weight (mass). An acceptable certification is to include a statement certifying that all materials furnished conform to [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1040] and its supplements. The certification shall include or have attached, specific results of laboratory tests for all specified physical, chemical and coating properties as determined from samples taken from the lot or lots of material being furnished.<br />
<br />
An examination of the identification markings on beam elements and the identification tags or markings on end sections, buffer ends, end shoes and back-up plates is to be made to determine if the markings conform to the requirements of [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1040.3.4]. If material is being inspected for acceptance by Brand Registration and Guarantee, the marking shall be as shown in Table 1040.2.1.1.<br />
<br />
Field measurement of thickness on beams and sheet items is to be taken on at least<br />
10 percent of the lots furnished. After a lot has been selected for measurement of thickness, pieces shall be selected from that lot for measurement at the rate of one per 200 pieces in the lot. Thickness measurements are to be made with a micrometer to the nearest 0.0001 in. (2.5 <sub><math>\mu\,</math></sub>m) and reported to the nearest 0.001 in. (2.5 <sub><math>\mu\,</math></sub>m) and shall be taken on the tangent portion of the cross section at least 3/8 in. (10 mm) from the edge of the metal across the end of the sheet item. Care is to be taken to avoid drip ends. At least three measurements are to be taken across the end of each piece selected for measurement. The average of all measurements and the minimum single measurement are to be reported. If any measurement is found to be deficient by more than the specified tolerance, double the number of pieces is to be selected from that lot and thickness measurements made. If any measurement taken on the resample pieces fails to comply, the lot of material represented is to be rejected.<br />
<br />
====Field determination of weight of coating.====<br />
<br />
Field determination of weight of coating is to be made by magnetic gauge on each lot of material furnished. The magnetic gauge is to be operated and calibrated in accordance with ASTM E376. Specimens for field-testing are to be selected from each lot at the frequency shown in Table 1040.2.1.2, but in no case is the number of specimens to be less than three. A single-spot test is comprised of at least five readings of the magnetic gauge taken in a small area and those readings averaged to obtain a single-spot test result. Three such areas should be tested on each side of the specimen being tested. This would yield six single-spot results for that specimen. Test each specimen in the same manner. Average all single-spot test results from all specimens to obtain the average coating weight to be reported. The minimum single-spot test result would also be selected and reported from all readings. For those items that have a specified coating weight as the total amount of coating on both sides, the test result that is to be reported should be doubled so the reported test result can be applied directly to the specifications. Material may be accepted or rejected for galvanized coating on the basis of magnetic gauge. If a test result fails to comply with the specifications, that lot should be re-sampled at double the original sampling rate shown in Table 1040.2.1.2. Reject lots having any of the re-sampled specimens failing to comply with the specification. The contractor or supplier is to be given the option of sampling for Laboratory testing, if test results are within minus 15 percent of the specified coating weight.<br />
<br />
Dimensions and fabrication are to be field inspected on specimens selected from the lot at the frequency shown in Table 1040.2.1.2. It may be convenient to perform this inspection on the same specimens selected for determining the weight of coating.<br />
<br />
Dimensions are to conform to those shown on the Standard drawings. Fabrication should result in a uniform product showing good workmanship.<br />
<br />
===1040.2.2 Bolts, Nuts, and Washers===<br />
Bolts, nuts and washers intended for use in beam connections and splices may be accepted by Brand Registration Guarantee or by an acceptable certification. Regardless of the type of acceptance documentation, field inspection performed shall include an examination of certifications and testing for weight (mass) of coating and dimensions. It will only be necessary to submit samples to the Laboratory when requested by Construction and Materials or when field inspection indicates questionable compliance. When samples are taken, take them at the frequency and size shown in Table 1040.2.1.2.<br />
<br />
Post and splice bolts, nuts and washers furnished by a fabricator listed in Table 1040.2.1.1 require no additional documentation. Those not covered by Brand Registration and Guarantee must be accompanied by a certification or mill test report. Bolts and nuts specified meeting the requirements of ASTM A307 shall be accompanied by a manufacturer's certification statement that the bolts and nuts were manufactured to comply to the requirements of ASTM A307 and galvanized to comply to the requirements of AASHTO M 232 or were mechanically galvanized and meet the coating thickness, adherence, and quality requirements of ASTM B695, Class 55.<br />
<br />
Markings are not required on bolts and nuts meeting ASTM A307. All bolts and nuts should be identifiable as to type and manufacturer whether the information is shown on a container or on the bolts and nuts.<br />
<br />
Field determination of weight (mass) of coating is to be made on each lot of material furnished. Test procedures and conditions of acceptance or rejection shall be as described in [[:category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight (mass) of coating.|Field determination of weight (mass) of coating]] with the following modifications:<br />
<br />
:Due to the size and shape of the material being tested, it will only be necessary to obtain a minimum of three readings of the magnetic gauge on a bolt to determine a single-spot test result and at least five readings on a nut or washer. Since the minimum sampling frequency is three bolts or three nuts or three washers, it will always be possible to obtain at least three single-spot test results from which to calculate an average coating weight (mass) and minimum coating weight (mass) for reporting and applying the specification requirements.<br />
<br />
Dimensions of bolts, nuts and washers are to be as shown on the Standard<br />
Drawings or as specified.<br />
<br />
===1040.2.3 Guardrail Posts, Guard Cable Posts, Blocks, Post Connectors Anchor Plates, Bearing Plates, Soil Plates, and Steel Tube for Breakaway Cable Terminal and End Anchor===<br />
<br />
Wood posts and blocks are to be inspected and reported in accordance with [[:category:1050 Lumber, Timber, Piling, Posts and Poles|EPG 1050 Lumber, Timber, Piling, Posts and Poles]].<br />
<br />
Plastic blocks are to be inspected for dimensional requirements shown in the standard plans by randomly sampling and measuring at least 3 blocks. The sampled blocks should also be visually inspected to ensure that the blocks are solid and homogeneous with a uniform texture and that they are reasonably free from cracking, chipping, flaking, peeling or splintering. A manufacturer’s certification stating that the blocks provided are the same as those that were qualified and MASH 2016 tested shall be furnished at the time of inspection. If the visual inspection identifies a concern with the dimensions or fabrication of the block, the blocks may be rejected or one of the sampled blocks may be submitted to the lab for confirmation of the results. A block should not be submitted to the lab if, in the opinion of the inspector, the failing dimension or fabrication issue is clear and obvious without subjective interpretation and there is no evidence produced during the visual inspection that would indicate that the block might have unacceptable voids.<br />
<br />
Steel guardrail posts and guard cable posts, blocks, post connectors anchor plates, soil plates and steel tube for breakaway cable and end section may be accepted on the basis of an acceptable Fabricator's Certification and field inspection. If a Fabricator's Certification is not provided, a mill test report shall be furnished. Regardless of the type of documentation, field inspection shall be performed and shall consist of checking the Fabricator's Certification or mill test report; checking dimensions and fabrication; weight (mass) per linear ft. (m); and weight (mass) of coating. It will only be necessary to submit samples to the Laboratory when requested by Construction and Materials or when field inspection indicates questionable compliance with the specifications. When samples are taken, they shall be taken at the size and frequency shown in Table 1040.2.1.2. The number of specimens selected for field inspection should never be less than three.<br />
<br />
An acceptable Fabricator's Certification should indicate the source of supply, grade of structural steel, number of pieces, size, heat or mill order number and a statement that the material was galvanized in accordance with AASHTO M 111. The heat or mill order number is to be such that mill tests may be obtained from the fabricator when desired. The Fabricator's Certification is to be signed by an authorized representative of the fabricator and it need not be notarized. An acceptable mill test report shall show size and quantity, grade of steel, heat or mill number, complete physical results, complete chemical analysis, and shall include or have attached a certification statement that the material was galvanized in accordance with AASHTO M 111 and results of tests performed to determine weight (mass) of coating.<br />
<br />
Dimensions of steel posts, blocks, and brackets; and weight (mass) of posts and blocks are to be as shown on the plans. Size and spacing of holes should be measured.<br />
<br />
Weight (mass) per linear ft. (m) on posts and blocks is obtained by weighing to the nearest 0.1 lb. (45 g) and dividing by the measured length. A weight (mass) tolerance of ±2.5 percent from the specified weight (mass) is allowed on posts and blocks. If test results indicate the weight [mass] to be below the specified limit, the theoretical weight (mass) should be calculated by adding the weight (mass) of steel that has been punched out to form holes and deducting the theoretical weight (mass) of galvanizing. An example of this type calculation may be found in [[:category:1044 Posts for Markers and Delineators|EPG 1044 Posts for Markers and Delineators]].<br />
<br />
Field determination of weight (mass) of coating is to be made on a minimum of 10 percent of the lots of material furnished. Test procedures and conditions of acceptance or rejection shall be as described in [[:category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight (mass) of coating.|Field determination of weight (mass) of coating]] except a smaller number of single-spot test results would be acceptable on steel blocks and post connectors.<br />
<br />
===1040.2.4 Guard Cable and Fittings===<br />
Guard cable and fittings are to be accepted by certification, if applicable, accompanied by field inspection and sampling if necessary. Field inspection is to consist of an examination of certifications, checking dimensions and fabrication and weight of coating. Samples shall be submitted when requested by the State Construction and Materials Engineer, when field inspection indicates questionable compliance; or when the item is of a size or shape that weight (mass) of coating cannot be determined by magnetic<br />
gauge.<br />
<br />
Certifications are required for the cable, eyebolts, turnbuckles and clips for cable-to-cable connections. Certifications are to contain a statement that material furnished was manufactured to conform to the requirements of the applicable ASTM or AASHTO specifications specified in [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1040]. Certifications are not required on other items.<br />
<br />
Dimensions and fabrication are to be as shown on the plans.<br />
<br />
Field determination of weight (mass) of coating may be determined on nearly all fittings but not on cable. Samples of cable are to be taken at the frequency and of the size shown in Table 1040.2.1.2. Test procedures for determining weight [mass] of coating and conditions of acceptance or rejection for items other than cable is to be as described in<br />
[[:category:1040 Guardrail, End Terminals, One-Strand Access Restraint Cable and Three-Strand Guard Cable Material#Field determination of weight (mass) of coating.|Field determination of weight (mass) of coating]].<br />
<br />
===1040.2.5 Guard Cable Systems===<br />
<br />
The components of a guard cable system will be inspected and accepted in accordance with their applicable specification. However, complete guard cable systems may be accepted on the basis of the system having successfully completed MASH-16 Test Level 3 testing, the manufacturer having received a letter of acceptance from the FHWA, and internal approval through MoDOT’s MASH Implementation Team. A list of qualified guard cable systems can be found in [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems]. The manufacturer shall request to be placed on the qualified list by submitting to Construction and Materials a letter stating their request and certifying that their system has completed MASH 2016 Test Level 3 testing, and a copy of the FHWA acceptance letter. Until additional high-tension guard cable systems are approved with MASH-16 TL-3, NCHRP 350 TL-3 are still acceptable and included MoDOT’s QPL found at [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals, Crash Cushions and Barrier Systems].<br />
<br />
==1040.3 Report (Records)==<br />
<br />
AASHTOWARE Project (AWP) is to be used to identify samples sent to the Laboratory and to create the inspection report. The report is to show a Status of “Accepted/Complete” or “Rejected/Fail.” If a sample is submitted to the Laboratory for testing, the Laboratory will perform the designated tests and complete the AWP record. If all tests are performed and acceptance is made in the field, the inspector should complete the entire report.<br />
<br />
==1040.4 [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems Crashworthy End Terminal] and Qualified Plastic Guardrail Block==<br />
<br />
[[image:1040.4 Crashworthy.jpg|right|575px]]<br />
<br />
<br />
For the listings of [[606.1 Guardrail#606.1.3.2 Approved Crashworthy End Terminals|Types A, B, C, D and E crashworthy end terminals]] as well as of [[:Category:612 Impact Attenuators#612.2 Sand-Filled Impact Attenuators (Sand Barrels)|sand barrels]] and miscellaneous barrier systems, please refer to [https://www.modot.org/end-terminals-crash-cushions-and-barrier-systems End Terminals and Barrier Systems] and scroll down the page to Crashworthy End Terminals. <br />
<br />
For a listing of qualified plastic guardrail block manufacturers, refer to Table 1040.4, below.<br />
<br />
<br />
====<center>''Table 1040.4 Qualified Plastic Guardrail Blocks''</center>====<br />
<br />
{| border="1" class="wikitable" style="margin: 1em auto 1em auto"<br />
|+ <br />
! style="background:#BEBEBE"|Brand Name!! style="background:#BEBEBE"|Manufacturer <br />
|-<br />
|MONDOBlock|| Mondo Polymer Technologies, P.O. Box 250, Reno, OH 45773<br />
|-<br />
| Polylumber ||Ramco International, P.O. Box 9625, Pittsburgh, PA 15226<br />
|-<br />
| Eco-Composite Guardrail Offset Block|| Eco-Composite, LLC, 17169 Hayes Rd., Grand Haven, MI 49417<br />
|-<br />
| Anro Recylced Plastic Guardrail Offset Block||Anro Products, Inc., 7887 Ashwood Drive, SE, Ada, MI 49301<br />
|-<br />
|King MASH Composite Block||Trinity Highway Products, PO Box 568887, Dallas, TX 75356-8887<br />
|-<br />
|King Block||Trinity Highway Products, PO Box 568887, Dallas, TX 75356-8887<br />
|-<br />
|P Block|| Monroeville Industrial Moldings, 75 Ontario Street, Norwalk, OH 44857<br />
|}</div>Hoskirhttps://epg.modot.org/index.php?title=Category:903_Highway_Signing_(MUTCD_Part_2)&diff=58582Category:903 Highway Signing (MUTCD Part 2)2026-05-06T13:43:23Z<p>Hoskir: updated link per rr4184</p>
<hr />
<div>{|style="padding: 0.3em; margin-right:10px; border:3px solid #a9a9a9; text-align:left; font-size: 95%; background:#ffff99" width="750px" align="right" <br />
|-<br />
|colspan="2"|<center>'''[http://sharepoint/systemdelivery/TR/signing/SitePages/Home2.aspx Highway Signing Information]'''</center><br />
|-<br />
| '''Signing Agreements''' || '''Standard Specifications for Highway Construction''' <br />
|-<br />
| ■ [http://sp/sites/ts/signing/SignAgrmnts/_layouts/15/WopiFrame.aspx?sourcedoc=%7b23561969-7F35-4C78-A00C-930AB4B4279D%7d&file=TR15%20Process%20-%20Signing%20Paid%20by%20Applicant.docx&action=default TR15 Process] || [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=13 Sec 903]<br />
|-<br />
| ■ [http://sp/sites/ts/signing/SignAgrmnts/_layouts/15/WopiFrame.aspx?sourcedoc={A1753AC5-CB96-4FEE-8145-1A5E8AB26F84}&file=TR32%20Process%20for%20Renewal%20-%20Supplemental%20Signing%20Agreement.doc&action=default TR 32, Process for Renewal – Supplemental Signing Agreement] || [http://www.modot.org/business/standards_and_specs/SpecbookEPG.pdf#page=14 Sec 1042]<br />
|-<br />
| ■ [http://sp/sites/ts/signing/SignAgrmnts/_layouts/15/WopiFrame.aspx?sourcedoc=%7b1DEE67CC-80C0-401A-BDA6-267073AA20E5%7d&file=TR42%20Process%20for%20Others%20-%20Signing%20Installed%20and%20Maintained%20by%20Applicant.doc&action=default TR42 Process for Others] || '''Standard Plans for Signing'''<br />
|-<br />
|■ [http://sp/sites/ts/signing/SignAgrmnts/_layouts/15/WopiFrame.aspx?sourcedoc=%7b1EE9F05C-B155-49C8-8DC9-6FBA9693DA19%7d&file=TR47%20Process%20for%20Wayfinding%20-%20%20Wayfinding%20Signing%20Agreement.doc&action=default TR47 Process for Wayfinding] || [https://www.modot.org/media/16919 Std. Plan 903.01]<br />
|-<br />
| || [https://www.modot.org/media/16920 Std. Plan 903.02]<br />
|-<br />
| '''[https://epg.modot.org/forms/DE%202017%20Forms/DELiaison/D-28.doc D-28, Sign Design Order Form]''' || [https://www.modot.org/media/16921 Std. Plan 903.03]<br />
|-<br />
| '''[http://sp/sites/ts/signing/_layouts/15/WopiFrame.aspx?sourcedoc={58A51A09-9874-470E-A292-286258033E57}&file=College%20Signing%20Qualification%20List%20Spreadsheet.xls&action=default College Signing Qualification List]''' || [https://www.modot.org/media/16922 Std. Plan 903.04]<br />
|-<br />
| '''[https://www.modot.org/sites/default/files/documents/Memorial%20Highway%20Naming%20application%20update_2018.pdf Memorial Hwy / Bridge Naming Application]''' || [https://www.modot.org/media/16923 Std. Plan 903.05]<br />
|-<br />
| '''Approved Products''' || [https://www.modot.org/media/16924 Std. Plan 903.06]<br />
|-<br />
| ■ [http://www.modot.mo.gov/business/contractor_resources/traffic.htm Approved Products List] || [https://www.modot.org/media/16925 Std. Plan 903.07] <br />
|-<br />
| ■ [https://www.modot.org/traffic New Product Evaluation Form] || [https://www.modot.org/media/16926 Std. Plan 903.08]<br />
|-<br />
| '''[http://sp.route.transportation.org/Pages/default.aspx AASHTO Route Marking Application Form]''' || [https://www.modot.org/media/16927 Std. Plan 903.10] <br />
|-<br />
| '''[http://wasprod/sms/ Sign Management System]''' || [https://www.modot.org/media/16928 Std. Plan 903.12]<br />
|-<br />
| '''Do Not Replace / Limited Use''' || [https://www.modot.org/media/16929 Std. Plan 903.60]<br />
|-<br />
| ■ [[Media:Do Not Replace - Limited Use_07-23.docx|Do Not Replace / Limited Use Sign List]] || '''Sign Post Selection Tools'''<br />
|-<br />
| ■ [[media:Tougher Choices Direction - Signs-07-23.pdf|Do Not Replace / Limited Use PowerPoint Guidance]] || ■ [[903.16_Design_Aspects_of_MoDOT_Signing#903.16.4.4_Ground-Mounted_Sign_Support_Selection|Signpost Selection Tables]]<br />
|-<br />
| '''[https://missouri.interstatelogos.com/ Missouri Logos Contact Information]''' || <br />
|}<br />
<br />
'''Support. '''The standards, guidance and options this article of the EPG relates directly to the signing installed within the right-of-way of highways maintained by MoDOT. <br />
<br />
Because MoDOT does not use many of the "common" size signs in the FHWA’s Standard Highway Signs and Markings book, we produced our own sign detail policy, [http://wasprod/sms/ Sign Management System Sign (SMS) Catalog] (for internal use only). MoDOT's SMS Sign Catalog meets and/or exceeds the minimums of the FHWA’s Standard Highway Signs and Markings book. MoDOT's Highway Safety and Traffic Division is responsible for sign design on the state highway system. Any unique sign or sign that isn't currently in the SMS Sign Catalog will be designed using the principles and minimums in the FHWA’s Standard Highway Signs and Markings book and the current MUTCD. <br />
<br />
The districts are responsible for proper review of signing plans for accuracy, to ensure that standards are met and deviations from the standards are justified. <br />
<br />
MoDOT has the authority to install signs or any other traffic control device on state right-of-way or give permission to others to do so. MoDOT also has the authority to remove any devices not authorized from the right-of-way. Sections [https://revisor.mo.gov/main/OneSection.aspx?section=226.010 226.010] and [https://revisor.mo.gov/main/OneSection.aspx?section=227.220 227.220] of the Revised Statutes of Missouri authorize MoDOT to prescribe uniform traffic control devices on the state's highways.<br />
<br />
Per Section [https://revisor.mo.gov/main/OneSection.aspx?section=300.175 300.175] of the Revised Statutes of Missouri, the display of unauthorized signs is prohibited.<br />
<br />
[[image:903 c.jpg|center|850px]]<br />
<br />
<br />
<br />
[[Category:900 TRAFFIC CONTROL]]</div>Hoskirhttps://epg.modot.org/index.php?title=903.16_Design_Aspects_of_MoDOT_Signing&diff=58581903.16 Design Aspects of MoDOT Signing2026-05-06T13:31:13Z<p>Hoskir: updated per RR4184</p>
<hr />
<div>[[Category:903 Highway Signing (MUTCD Part 2)|903.16]]<br />
=={{SpanID|903.16.1}}903.16.1 Scope of Signs and Signing==<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:340px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [[903.16_Design_Aspects_of_MoDOT_Signing#903.16.4.4_Ground-Mounted_Sign_Support_Selection|Signpost Selection Tables]]<br />
</div><br />
<br />
'''Standard. '''The extent of signing by contract on any project is determined early in the project scope. Structural guide signs and supports (overhead or post-mounted) are paid for by contract, regardless of the type of facility. Sheet signs and supports are supplied by contract for all route classifications and project conditions. Unless otherwise agreed to among departments or divisions, the following are general guidelines for the extent of contract signing.<br />
<br />
'''Guidance. '''Regulatory and warning signs should be used conservatively because these signs tend to lose effectiveness if they are used to excess. If used, route signs and directional signs should be used frequently because they promote reasonably safe and efficient operations by keeping road users informed of their location.<br />
<br />
'''Support. '''When preparing signing plans, consistency and coordination with existing signing is critical. This does not mean poor signing should be replaced in kind for the sake of consistency. Consistent application of legend styles, abbreviations, control cities, wording, and arrow placement are important for proper driver guidance and expectancy. This is accomplished by routinely applying standards. Signing is basically for the first-time driver, not repeat traffic. An example of poor signing would be having two advance guide signs for the same exit listing different control cities. Another example would be using local cities for general guidance instead of standard control cities. It is important to have consistent signing throughout the state of Missouri.<br />
<br />
Guide sign standards in [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|EPG 903.4]], [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]], and as shown on the standard plans are used whenever possible. Conditions that require deviation from these standards are held to a minimum and justified. Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards may require approval as outlined in [[131.1 Design Exception Process|EPG 131.1]].<br />
<br />
=={{SpanID|903.16.2}}903.16.2 Plan Development Procedure==<br />
<br />
'''Standard. '''The preparation of signing plans requires the cooperation and coordination between the district and Central Office.<br />
<br />
When using preexisting structures to accommodate larger new signs, consideration shall be given to the dimensions and load capacity of the existing structure. The larger signs shall properly fit on the existing structure and not exceed the structure’s design capacity.<br />
<br />
When the need arises to modify the legend of a sign not built to current standards, the entire sign shall be replaced.<br />
<br />
'''Guidance. '''[https://modotgov.sharepoint.com/sites/br Bridge Division] should be consulted for mounting signs directly on bridges and other structures.<br />
<br />
Sign visibility from a distance is critical. Sign locations should be coordinated with other design features that include, but are not limited to bridges, highway lighting, traffic signals, drainage structures, overhead utilities, underground utilities and horizontal and vertical alignments that decrease sign visibility.<br />
<br />
The district should prepare proposed sign locations and review the plans for standards and quality control.<br />
<br />
When the sign is mounted on a truss, all signs on the truss not built to current standards should be replaced after considering the age, future conditions and detail of the sign.<br />
<br />
It is recommended that all non-standard signs be identified, with justification for the non-standard designs.<br />
<br />
For preliminary discussions, only the sign location plan showing existing and proposed signing is recommended. Sign details, cross-sections, tabulation sheets, computer generated sign designs or other detailed information should not be completed at this time. Once the preliminary location plan is agreed on, the district is to prepare [https://www.modot.org/media/16702 D-29] and [https://www.modot.org/media/16703 D-30], truss data sheets and template cross-sections for trusses and post-mounted signs. Truss cross-sections should not be drawn on the same sheets as ground mounted sign cross-sections. The districts, or consultants, are responsible for accuracy of the preliminary and final detail design.<br />
<br />
The district finalizes the plans and is to submit them to Design with the roadway plans, or as a separate project if so programmed. Typical signing location plans for interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]]. Design Division is available for consultation during any part of the plan preparation process.<br />
<br />
All non-standard and special signs are detailed by Central Office Highway Safety and Traffic and the district, or consultant, is responsible for incorporating the signs in [https://www.modot.org/media/16704 Form D-31]. A [https://epg.modot.org/forms/general_files/DE/RW-LPA/D-28.doc Sign Design Order Form (Design Form D-28)] should be completed for all non-standard and special signs and sent to the signing section of Central Office Highway Safety and Traffic, allowing 30 working days for the review and design to be completed. Each sign should be identified as an overhead or post-mounted sign. Traffic should be provided with a date the sign designs need to be returned for review. The return date needs to allow enough time to design and quantify the trusses, bases and posts.<br />
<br />
'''Option. '''Central Office Design or Highway Safety and Traffic Division may provide comments on the preliminary layout at the district's request. It is suggested that districts form review teams from various departments to review plans at the preliminary layout stage, and at final design. After the district reviews plans, Design Division may be consulted for review at the district's discretion.<br />
<br />
Two or more segments of alignment may be shown on one sheet. For ease of design, review and construction, sign locations for interchanges are completely shown on one sheet.<br />
<br />
In complex areas where many signs exist and will be replaced, proposed signing and existing signing may be shown separately on different plan sheets to avoid clutter and plan confusion; however, combined is preferred, if possible.<br />
<br />
'''Support. '''[[#fig903.16.2.1|Figure 903.16.2.1]] and [[#fig903.16.2.2|903.16.2.2]] show the steps taken from early plan development to final design.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
| {{SpanID|fig903.16.2.1}}[[image:903.2.10.1a.jpg|center|thumb|800px|'''Figure 903.16.2.1''' Existing and Preliminary Signing Plans Flowcharts]]<br />
|-<br />
| {{SpanID|fig903.16.2.2}}[[image:903.2.10.2a.jpg|center|thumb|800px|'''Figure 903.16.2.2''' Final Signing Plans Flowchart]]<br />
|}<br />
<br />
Location plans show the proposed pavement geometrics, the sign location, sign number, station, width and height, sign code (if applicable) and special or standard legend. Sign sizes are shown as width x height, in feet and/or inches for sheet signs, and in feet only for structural signs. Tabulated removals and general information are shown for existing signs. The standard sign code (e.g. R5-1a, W10-1, etc.) is shown for signs found in the SMS Sign Catalog.<br />
<br />
Signs are numbered in a logical order. Existing signs that are removed or remain in place are not numbered. Multiple signs on a single mount are further indicated with lower-case letters (e.g. 45(a), 45(b), 45(c)). If signs are added or deleted at a later date, renumbering all signs is not required. If signs are added, signs may be numbered 43, 43A, 43B, etc., or the next highest sign number may be used. If signs are deleted, a general note listing voided signs is provided.<br />
<br />
Existing signs are shown with dashed lines and are listed as a removal item where appropriate. Existing signs to be relocated to new posts and new signs on existing posts are numbered and noted as such. Existing signs in poor condition should be replaced.<br />
<br />
When replacing signs for many miles of roadway to be let in sections, it is desirable to generate an overall sign location plan to coordinate guide sign placement through numerous projects. For this situation it is not necessary to show signs other than guide signs. It is recommended to show the limits of each project on this location plan. Signs are identified as truss, bridge- or post-mounted or as strapped to a signal post or column. If applicable, truss type (cantilever, span and butterfly) and location are shown. Whether the truss is box or tubular does not need to be noted on preliminary location plan, but is shown on the final plan. A standard legend identifying symbols is used to alleviate crowding on plans. Typical location plans at interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]].<br />
<br />
When staged projects are scheduled in unison or closely together, complete signs are provided with the inappropriate legend covered until needed. Legends to be covered are noted on the plans, and the engineer is to approve the covering method. No direct pay is made for covering legends. When structural signs should be erected with only part of the legend in place at the initial time of construction, the sign and legend are shown on the plans with solid lines, and the legend to be placed at a later date is shown with dashed lines. A note is included indicating the dashed legend will be provided by future construction. The omitted legend is included in the roadway contract, which completes the sign.<br />
<br />
When the legend of an existing sign built to current standards is modified, the existing sign and legend are shown with dashed lines and the legend to be added is shown with solid lines. Sufficient information is provided to show series, type, size and spacing of new legend on the sign detail sheet.<br />
<br />
The district prepares tabulation sheets on Forms [https://www.modot.org/media/16702 D-29] (Sign Posts, Footings, Delineators and Mileposts), [https://www.modot.org/media/16703 D-30] (Signs) and Data Sheets [https://www.modot.org/media/16705 D-32], [https://www.modot.org/media/16706 D-33] and [https://www.modot.org/media/16707 D-34]. These forms are available as MicroStation seed files.<br />
<br />
On [https://www.modot.org/media/16702 Form D-29], all signs are listed in order according to sign number. This form includes truss footing and pedestal concrete quantities.<br />
<br />
On [https://www.modot.org/media/16703 Form D-30], all standard signs are totaled on the left-hand side of the sheet. The right-hand side is used to list special signs and provides an overall summary of all sign types.<br />
<br />
Truss data sheet forms are completed for all trusses. [https://www.modot.org/media/16705 Form D-32] is used for cantilever and butterfly box trusses. [https://www.modot.org/media/16706 Form D-33] is used for span and span-cantilever box trusses. [https://www.modot.org/media/16707 Form D-34] is the truss data sheet used for all tubular sign supports.<br />
<br />
Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards require approval.<br />
<br />
Overhead sign support structure foundations are not placed in gore areas or other areas with high exposure to traffic. See [[903.17 Overhead Sign Mounting #903.17|EPG 903.17]] for additional overhead sign support structure information.<br />
<br />
=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
<br />
'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
<br />
Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
<br />
Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
<br />
There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
<br />
See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
<br />
=={{SpanID|903.16.4}}903.16.4 Ground Mounted Sign Supports==<br />
<br />
===903.16.4.1 Ground Mounted Sign Installation===<br />
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'''Guidance. '''Signs should be ground-mounted whenever possible unless mounting overhead is justified or required.<br />
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'''Standard. '''If signs are placed on existing supports, they shall meet other placement criteria contained in this article.<br />
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Utility and light poles shall not be used to mount signs as they are either not the property and maintenance responsibility of MoDOT or are not designed to carry the additional wind loading a sign adds to the structure.<br />
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'''Option. '''In areas with space restrictions, available sign truss columns, signal poles, bridge columns, or other significant MoDOT structures, excluding roadway lighting structures, may be used to mount flat sheet aluminum signs.<br />
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===903.16.4.2 Lateral Offset===<br />
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'''Guidance. '''The provisions below should be applied unless specifically stated otherwise in the EPG for a particular sign or object marker. See [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-1|Figures 903.1.13.1]] and [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-2|903.1.13.2]] which illustrate typical examples of the lateral offset requirements contained in this portion of the article.<br />
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Maximum offset will depend on roadway geometrics, profiles, and cross-sections, which all affect the visibility of the sign. Signs are generally to be placed no more than 15 ft. from the edge of shoulder.<br />
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Ground-mounted signs placed in a gore only requires a minimum of 2 ft. lateral offset from edges of shoulder, face of barrier walls or guard rail.<br />
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For divisional and channelizing islands, a 2 ft. lateral offset should be maintained between the edge of sign and the front face of curb. For islands with restricted width the sign should not extend beyond the curb face.<br />
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'''Option. '''Deviation from the standard lateral offset may be used if a signs effectiveness and visibility are maintained to account for variations in roadside features. For example, to avoid placing signposts in the flow line of a ditch, avoiding drainage structures, pull boxes or sidewalks.<br />
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'''Option. '''Lesser lateral offsets may be used in business, commercial or residential areas where limited space is available to place signs due to limited right of way, sidewalks or other restrictions which keep the sign from being installed at the correct offset. In these cases, the edge of the sign may be placed up to, but not beyond the face of the curb making every effort to maximize the offset with the space available.<br />
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'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.16|EPG 903.1.16]] for additional information on Lateral Offset.<br />
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===903.16.4.3 Mounting Height===<br />
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'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
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====903.16.4.3.1 Mounting Height – U-Channel, Wood, Perforated Square Steel Tube (PSST), Pipe Posts and 4 in. Square Steel Posts ====<br />
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'''Support. '''There are typically two mounting heights for signs on u-channel, wood, PSST, pipe posts and 4 in. square steel posts, 5 feet and 7 feet. Traditionally, the 5-foot mounting height has been applied to “rural” areas and the 7-foot mounting high applied to “urban” areas or within incorporated city limits. However, the term “urban” has more to do with the conditions the signs are being installed within and less about being located within an incorporated city limit. The purpose of the 7-foot mounting height is to provide clearance for passing bicycle and pedestrian traffic, making the sign more visible over parked vehicles along the roadway and permits improved sight distance to drivers permitting them to see below the sign. <br />
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'''Standard. '''[https://www.modot.org/standard-plans-section-900 Standard Plans 903] shall be referenced for specific installation and mounting height details. The details in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] and EPG [[#903.16.4|903.16.4]] shall apply to all signs unless specifically stated otherwise for a specific sign or object marker elsewhere in the EPG.<br />
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The minimum mounting height of a sign shall be measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. Minimum sign mounting heights shall be as follows:<br />
* Sign located in rural areas – 5 feet,<br />
* Sign located in urban areas – 7 feet,<br />
* Signs located on freeways and expressways – 7 feet.<br />
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The length of post measured from the bottom of the sign to the ground shall also be a minimum of 5 feet. If the length of any post within a sign assembly measures less than 5 feet from the bottom of the sign to the ground, the minimum sign mounting height shall be increased to achieve the minimum 5-foot post length.<br />
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'''Option. '''Signs may be installed at 5 feet within the boundaries of incorporated city limits if the all following conditions apply:<br />
* The sign is located outside of business, commercial or residential areas where there are no high densities of entrances and cross street intersections<br />
* There is no on street parking<br />
* There are no sidewalks with bicycle or pedestrian traffic<br />
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If a secondary sign is mounted below the primary sign on the same signpost(s), the mounting height for the assembly, measured from the near edge of the pavement to the bottom of the secondary sign, may be 1 foot lower than the minimums listed above.<br />
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'''Guidance. '''Signs located outside of incorporated city limits that are located in areas having characteristics of an urban area, such as around businesses, heavy residential areas, areas with on street parking and areas with sidewalks which support bicycle and pedestrian traffic, should be installed at 7 feet.<br />
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'''Support. '''[[903.1 General (MUTCD Chapter 2A)#fig903-1-13-1|Figure 903.1.13.1]] illustrates typical examples of the mounting height requirements contained for signs installed on U-Channel, Wood, PSST and Pipe Posts.<br />
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====903.16.4.3.2 Mounting Height – Wide Flange (I-Beam) Posts====<br />
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'''Support. '''Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design. Proper mounting height is more critical for breakaway function on Wide Flange posts compared to all other posts due to the hinge component of this post design. As with the other post types, mounting heights for Wide Flange posts are listed as “nominal” as excessive mounting heights have the same negative effects for these installations as exists with the other post types. Wide Flange post mounting heights are greater than other posts, so in areas with back slopes it is recommended to seek out a flatter location in advance or downstream of the original installation to keep the sign as low as possible.<br />
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Minimum mounting heights for Wide Flange post installations are not related to rural or urban classifications, but are directly related to how the breakaway system functions. [https://www.modot.org/standard-plans-section-900 Standard Plans 903] provides details on the nominal mounting heights on wide flange posts. Key details to focus on are:<br />
* No wide flange post can be shorter than 7’ 9” measured from the hinge to the top of the stub.<br />
* The hinge point is always below the lowest sign which is attached to the wide flange post.<br />
* Nominal mounting heights vary depending if there is one sign mounted on the posts or two.<br />
* For signs located in areas of back slopes, the minimum mounting height may have to be increased, or the sign installed in a different location, in order to achieve the minimum post length of 7ft. 9 in<br />
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'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
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===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
<div style="margin: auto; width:600px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
</div><br />
</div><br />
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'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
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The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
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'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
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====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
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U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
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U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
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'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
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====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
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When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
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'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
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Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
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MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
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'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
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'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
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'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
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{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
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'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
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Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
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====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
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Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
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The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
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The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
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Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
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{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
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'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
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====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
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'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
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====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
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'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
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Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
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Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
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Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
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Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
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'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
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====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
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I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
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I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
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As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
<br />
===903.16.4.7 Flat Sheet Column Mounting Assembly===<br />
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. <br />
<br />
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment. <br />
<br />
'''Standard.''' When used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs.<br />
<br />
===903.16.4.8 Breakaway Assemblies===<br />
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.<br />
<br />
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
<br />
'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.<br />
<br />
===903.16.4.9 Sign Orientation===<br />
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
<br />
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
<br />
'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
<br />
===903.16.4.10 Sign Mountings===<br />
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
<br />
=={{SpanID|903.16.5}}903.16.5 Signing Plans==<br />
<br />
'''Standard. '''When signing is a separate project, the plans are assembled in the following order:<br />
<br />
# title sheet<br />
# quantity sheets for roadway items<br />
# sign location plan sheets<br />
# special sheets<br />
# traffic control plans<br />
# erosion control plan<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signing<br />
<br />
Typically, signing is included with the roadway plans. When this is the case, the plans are assembled together, including the quantity sheets. Separate quantity sheets shall not be generated for signing quantities. The signing plans shall be arranged in the following order:<br />
<br />
# sign location plan sheet<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signs<br />
# any miscellaneous special signing detail sheets.<br />
<br />
=={{SpanID|903.16.6}}903.16.6 Quantity Computations==<br />
<br />
'''Standard. '''Signs and posts will each be paid for individually. This includes emergency reference markers and object markers. Combined unit prices for sign and support combinations have been discontinued. All signs including stop signs, object markers, emergency reference markers and signal signs shall be totaled on [https://www.modot.org/media/16703 Form D-30] in four categories: Flat Sheet (FS), Flat Sheet Fluorescent (FSF), Structural (ST) and Structural Fluorescent. Structural signs’ width and height are designed to the nearest foot. Each standard, non-standard or special sign shall be calculated to the nearest 0.1 sq. ft., subtotaled to the nearest 0.1 sq. ft., and final pay total should be to the nearest 1.0 sq. ft.<br />
<br />
All post quantities shall be calculated and totaled on [https://www.modot.org/media/16702 Form D-29]. All post lengths shall be calculated in increments of 0.25 ft. including the length that extends into the concrete footing or ground as shown on the standard plans. All U-channel post lengths shall include the full length of both pieces when overlaps are required. The post length for wide flange and pipe posts shall be multiplied by the pounds per foot (lb/ft) factor, as shown in the standard plans; each sign's posts are subtotaled to the nearest pound; all sign posts are subtotaled; and the final pay totals are shown to the nearest 10 pounds. All U-channel, wood and perforated square steel tube post length quantities shall be totaled and rounded to the nearest foot. For perforated square steel tube posts, an additional pay item shall be included for the anchor sleeve which is paid for by the linear foot for each post used (and may also include a soil plate). See the Post and Anchor Data Table in [https://www.modot.org/media/16921 Standard Plan 903.03] to select the necessary anchor size. Omni-Directional anchors may be used for installation in weak or loose soil conditions.<br />
<br />
Concrete for sign support structures shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Concrete for overhead structure foundations shall be bolted down. Concrete for all post-mounted sign foundations shall be embedded. Bolted down and embedded quantities shall be calculated for each sign to the nearest 0.01 cubic yard, subtotaled to the nearest 0.01 cubic yard and a final pay total is shown to the nearest 0.1 cubic yard.<br />
<br />
Cantilever and butterfly tubular support trusses shall have standard pay items. Span tubular trusses shall require special pay items. Information in the description shall include span length, truss number and span design type. Structure pay items shall include costs for all labor and materials associated with the structure, from the bottom of the base plate up, on up, as a lump sum item. Each span structure shall have a separate pay item. Structure data shall be provided on [https://www.modot.org/media/16707 Form D-34].<br />
<br />
All box trusses shall require a special pay item for each truss. All pay item descriptions shall include span length and truss number. Truss pay items shall include costs for all labor and materials associated with the truss, from the bottom of the base plate up, as a lump sum item. Each box truss, regardless of type, shall have a separate pay item.<br />
<br />
See [https://www.modot.org/media/51221 Standard Plan 903.00] for payment of delineators. Delineators shall be paid for per each on [https://www.modot.org/media/16702 Form D-29], and include installation, bolts, post and sign.<br />
<br />
Perforated Square Steel Tube Post Breakaway assemblies shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Breakaway assemblies are incidental for pipe and structural steel posts.<br />
<br />
Backing bar lengths and weights shall be shown on [https://www.modot.org/media/16702 Form D-29], and are totaled with the pay item for structural steel posts. No weight deductions shall be made for punched or drilled holes. If no structural steel posts are used on a project, backing bar weights shall be added to pipe post weights.<br />
<br />
Signal Sign Mounting Hardware shall be paid for per each on Form D-37A separate from signal signs, which will be paid for by square feet. Signal Sign Hardware will include all mounting hardware necessary to install one sign on the mast arm.<br />
<br />
Special pay items shall not be included for items considered to be small amounts of work such as: strapping signs to lighting or signal posts or truss columns; covering inappropriate legends; "EXIT ONLY" panels on new signs; any symbol, arrow, shield or legend on new guide signs; hinge plates; aluminum wide flange posts for connecting service signs and exit number panels to structural guide signs; etc. No additional payment shall be made for hardware. Other than the above, it shall be left to the designer to decide which items require direct pay.<br />
<br />
'''Option. '''Special pay items for signing may be required. Some examples of special work include: modifying legends, relocating existing signs to new posts, temporary ground mounting guide signs, bridge mounted support brackets, truss painting, pedestal repair, etc. It is left to the designer to decide which items require special pay items.<br />
<br />
'''Support. '''Most jobs include the removal of existing signs and/or trusses. All removals are listed with other roadway Removal of Improvements. It is preferred to list the type of truss to be removed, number of pedestals, posts, footings and a rough estimate of sign area. Consult the District Traffic Engineer or District Constructions and Materials Engineer about which removals to salvage and where the contractor should deliver the salvaged materials. Items to be salvaged and delivery of these items are mentioned in the job special provisions and this work is paid for under Removal of Improvements.</div>Hoskirhttps://epg.modot.org/index.php?title=903.16_Design_Aspects_of_MoDOT_Signing&diff=58580903.16 Design Aspects of MoDOT Signing2026-05-06T13:24:22Z<p>Hoskir: /* 903.16.4.9 Sign Mountings */ updated per RR4184</p>
<hr />
<div>[[Category:903 Highway Signing (MUTCD Part 2)|903.16]]<br />
=={{SpanID|903.16.1}}903.16.1 Scope of Signs and Signing==<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:340px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Signpost_Selection_Guide.xlsm Signpost Selection Guide]<br />
* [[Media:903.2aPrintableSignpostSelectionGuide_2022.xls|Printable Signpost Selection Guide for use in the field]]<br />
</div><br />
<br />
'''Standard. '''The extent of signing by contract on any project is determined early in the project scope. Structural guide signs and supports (overhead or post-mounted) are paid for by contract, regardless of the type of facility. Sheet signs and supports are supplied by contract for all route classifications and project conditions. Unless otherwise agreed to among departments or divisions, the following are general guidelines for the extent of contract signing.<br />
<br />
'''Guidance. '''Regulatory and warning signs should be used conservatively because these signs tend to lose effectiveness if they are used to excess. If used, route signs and directional signs should be used frequently because they promote reasonably safe and efficient operations by keeping road users informed of their location.<br />
<br />
'''Support. '''When preparing signing plans, consistency and coordination with existing signing is critical. This does not mean poor signing should be replaced in kind for the sake of consistency. Consistent application of legend styles, abbreviations, control cities, wording, and arrow placement are important for proper driver guidance and expectancy. This is accomplished by routinely applying standards. Signing is basically for the first-time driver, not repeat traffic. An example of poor signing would be having two advance guide signs for the same exit listing different control cities. Another example would be using local cities for general guidance instead of standard control cities. It is important to have consistent signing throughout the state of Missouri.<br />
<br />
Guide sign standards in [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|EPG 903.4]], [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]], and as shown on the standard plans are used whenever possible. Conditions that require deviation from these standards are held to a minimum and justified. Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards may require approval as outlined in [[131.1 Design Exception Process|EPG 131.1]].<br />
<br />
=={{SpanID|903.16.2}}903.16.2 Plan Development Procedure==<br />
<br />
'''Standard. '''The preparation of signing plans requires the cooperation and coordination between the district and Central Office.<br />
<br />
When using preexisting structures to accommodate larger new signs, consideration shall be given to the dimensions and load capacity of the existing structure. The larger signs shall properly fit on the existing structure and not exceed the structure’s design capacity.<br />
<br />
When the need arises to modify the legend of a sign not built to current standards, the entire sign shall be replaced.<br />
<br />
'''Guidance. '''[https://modotgov.sharepoint.com/sites/br Bridge Division] should be consulted for mounting signs directly on bridges and other structures.<br />
<br />
Sign visibility from a distance is critical. Sign locations should be coordinated with other design features that include, but are not limited to bridges, highway lighting, traffic signals, drainage structures, overhead utilities, underground utilities and horizontal and vertical alignments that decrease sign visibility.<br />
<br />
The district should prepare proposed sign locations and review the plans for standards and quality control.<br />
<br />
When the sign is mounted on a truss, all signs on the truss not built to current standards should be replaced after considering the age, future conditions and detail of the sign.<br />
<br />
It is recommended that all non-standard signs be identified, with justification for the non-standard designs.<br />
<br />
For preliminary discussions, only the sign location plan showing existing and proposed signing is recommended. Sign details, cross-sections, tabulation sheets, computer generated sign designs or other detailed information should not be completed at this time. Once the preliminary location plan is agreed on, the district is to prepare [https://www.modot.org/media/16702 D-29] and [https://www.modot.org/media/16703 D-30], truss data sheets and template cross-sections for trusses and post-mounted signs. Truss cross-sections should not be drawn on the same sheets as ground mounted sign cross-sections. The districts, or consultants, are responsible for accuracy of the preliminary and final detail design.<br />
<br />
The district finalizes the plans and is to submit them to Design with the roadway plans, or as a separate project if so programmed. Typical signing location plans for interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]]. Design Division is available for consultation during any part of the plan preparation process.<br />
<br />
All non-standard and special signs are detailed by Central Office Highway Safety and Traffic and the district, or consultant, is responsible for incorporating the signs in [https://www.modot.org/media/16704 Form D-31]. A [https://epg.modot.org/forms/general_files/DE/RW-LPA/D-28.doc Sign Design Order Form (Design Form D-28)] should be completed for all non-standard and special signs and sent to the signing section of Central Office Highway Safety and Traffic, allowing 30 working days for the review and design to be completed. Each sign should be identified as an overhead or post-mounted sign. Traffic should be provided with a date the sign designs need to be returned for review. The return date needs to allow enough time to design and quantify the trusses, bases and posts.<br />
<br />
'''Option. '''Central Office Design or Highway Safety and Traffic Division may provide comments on the preliminary layout at the district's request. It is suggested that districts form review teams from various departments to review plans at the preliminary layout stage, and at final design. After the district reviews plans, Design Division may be consulted for review at the district's discretion.<br />
<br />
Two or more segments of alignment may be shown on one sheet. For ease of design, review and construction, sign locations for interchanges are completely shown on one sheet.<br />
<br />
In complex areas where many signs exist and will be replaced, proposed signing and existing signing may be shown separately on different plan sheets to avoid clutter and plan confusion; however, combined is preferred, if possible.<br />
<br />
'''Support. '''[[#fig903.16.2.1|Figure 903.16.2.1]] and [[#fig903.16.2.2|903.16.2.2]] show the steps taken from early plan development to final design.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
| {{SpanID|fig903.16.2.1}}[[image:903.2.10.1a.jpg|center|thumb|800px|'''Figure 903.16.2.1''' Existing and Preliminary Signing Plans Flowcharts]]<br />
|-<br />
| {{SpanID|fig903.16.2.2}}[[image:903.2.10.2a.jpg|center|thumb|800px|'''Figure 903.16.2.2''' Final Signing Plans Flowchart]]<br />
|}<br />
<br />
Location plans show the proposed pavement geometrics, the sign location, sign number, station, width and height, sign code (if applicable) and special or standard legend. Sign sizes are shown as width x height, in feet and/or inches for sheet signs, and in feet only for structural signs. Tabulated removals and general information are shown for existing signs. The standard sign code (e.g. R5-1a, W10-1, etc.) is shown for signs found in the SMS Sign Catalog.<br />
<br />
Signs are numbered in a logical order. Existing signs that are removed or remain in place are not numbered. Multiple signs on a single mount are further indicated with lower-case letters (e.g. 45(a), 45(b), 45(c)). If signs are added or deleted at a later date, renumbering all signs is not required. If signs are added, signs may be numbered 43, 43A, 43B, etc., or the next highest sign number may be used. If signs are deleted, a general note listing voided signs is provided.<br />
<br />
Existing signs are shown with dashed lines and are listed as a removal item where appropriate. Existing signs to be relocated to new posts and new signs on existing posts are numbered and noted as such. Existing signs in poor condition should be replaced.<br />
<br />
When replacing signs for many miles of roadway to be let in sections, it is desirable to generate an overall sign location plan to coordinate guide sign placement through numerous projects. For this situation it is not necessary to show signs other than guide signs. It is recommended to show the limits of each project on this location plan. Signs are identified as truss, bridge- or post-mounted or as strapped to a signal post or column. If applicable, truss type (cantilever, span and butterfly) and location are shown. Whether the truss is box or tubular does not need to be noted on preliminary location plan, but is shown on the final plan. A standard legend identifying symbols is used to alleviate crowding on plans. Typical location plans at interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]].<br />
<br />
When staged projects are scheduled in unison or closely together, complete signs are provided with the inappropriate legend covered until needed. Legends to be covered are noted on the plans, and the engineer is to approve the covering method. No direct pay is made for covering legends. When structural signs should be erected with only part of the legend in place at the initial time of construction, the sign and legend are shown on the plans with solid lines, and the legend to be placed at a later date is shown with dashed lines. A note is included indicating the dashed legend will be provided by future construction. The omitted legend is included in the roadway contract, which completes the sign.<br />
<br />
When the legend of an existing sign built to current standards is modified, the existing sign and legend are shown with dashed lines and the legend to be added is shown with solid lines. Sufficient information is provided to show series, type, size and spacing of new legend on the sign detail sheet.<br />
<br />
The district prepares tabulation sheets on Forms [https://www.modot.org/media/16702 D-29] (Sign Posts, Footings, Delineators and Mileposts), [https://www.modot.org/media/16703 D-30] (Signs) and Data Sheets [https://www.modot.org/media/16705 D-32], [https://www.modot.org/media/16706 D-33] and [https://www.modot.org/media/16707 D-34]. These forms are available as MicroStation seed files.<br />
<br />
On [https://www.modot.org/media/16702 Form D-29], all signs are listed in order according to sign number. This form includes truss footing and pedestal concrete quantities.<br />
<br />
On [https://www.modot.org/media/16703 Form D-30], all standard signs are totaled on the left-hand side of the sheet. The right-hand side is used to list special signs and provides an overall summary of all sign types.<br />
<br />
Truss data sheet forms are completed for all trusses. [https://www.modot.org/media/16705 Form D-32] is used for cantilever and butterfly box trusses. [https://www.modot.org/media/16706 Form D-33] is used for span and span-cantilever box trusses. [https://www.modot.org/media/16707 Form D-34] is the truss data sheet used for all tubular sign supports.<br />
<br />
Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards require approval.<br />
<br />
Overhead sign support structure foundations are not placed in gore areas or other areas with high exposure to traffic. See [[903.17 Overhead Sign Mounting #903.17|EPG 903.17]] for additional overhead sign support structure information.<br />
<br />
=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
<br />
'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
<br />
Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
<br />
Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
<br />
There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
<br />
See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
<br />
=={{SpanID|903.16.4}}903.16.4 Ground Mounted Sign Supports==<br />
<br />
===903.16.4.1 Ground Mounted Sign Installation===<br />
<br />
'''Guidance. '''Signs should be ground-mounted whenever possible unless mounting overhead is justified or required.<br />
<br />
'''Standard. '''If signs are placed on existing supports, they shall meet other placement criteria contained in this article.<br />
<br />
Utility and light poles shall not be used to mount signs as they are either not the property and maintenance responsibility of MoDOT or are not designed to carry the additional wind loading a sign adds to the structure.<br />
<br />
'''Option. '''In areas with space restrictions, available sign truss columns, signal poles, bridge columns, or other significant MoDOT structures, excluding roadway lighting structures, may be used to mount flat sheet aluminum signs.<br />
<br />
===903.16.4.2 Lateral Offset===<br />
<br />
'''Guidance. '''The provisions below should be applied unless specifically stated otherwise in the EPG for a particular sign or object marker. See [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-1|Figures 903.1.13.1]] and [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-2|903.1.13.2]] which illustrate typical examples of the lateral offset requirements contained in this portion of the article.<br />
<br />
Maximum offset will depend on roadway geometrics, profiles, and cross-sections, which all affect the visibility of the sign. Signs are generally to be placed no more than 15 ft. from the edge of shoulder.<br />
<br />
Ground-mounted signs placed in a gore only requires a minimum of 2 ft. lateral offset from edges of shoulder, face of barrier walls or guard rail.<br />
<br />
For divisional and channelizing islands, a 2 ft. lateral offset should be maintained between the edge of sign and the front face of curb. For islands with restricted width the sign should not extend beyond the curb face.<br />
<br />
'''Option. '''Deviation from the standard lateral offset may be used if a signs effectiveness and visibility are maintained to account for variations in roadside features. For example, to avoid placing signposts in the flow line of a ditch, avoiding drainage structures, pull boxes or sidewalks.<br />
<br />
'''Option. '''Lesser lateral offsets may be used in business, commercial or residential areas where limited space is available to place signs due to limited right of way, sidewalks or other restrictions which keep the sign from being installed at the correct offset. In these cases, the edge of the sign may be placed up to, but not beyond the face of the curb making every effort to maximize the offset with the space available.<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.16|EPG 903.1.16]] for additional information on Lateral Offset.<br />
<br />
===903.16.4.3 Mounting Height===<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
<br />
====903.16.4.3.1 Mounting Height – U-Channel, Wood, Perforated Square Steel Tube (PSST), Pipe Posts and 4 in. Square Steel Posts ====<br />
<br />
'''Support. '''There are typically two mounting heights for signs on u-channel, wood, PSST, pipe posts and 4 in. square steel posts, 5 feet and 7 feet. Traditionally, the 5-foot mounting height has been applied to “rural” areas and the 7-foot mounting high applied to “urban” areas or within incorporated city limits. However, the term “urban” has more to do with the conditions the signs are being installed within and less about being located within an incorporated city limit. The purpose of the 7-foot mounting height is to provide clearance for passing bicycle and pedestrian traffic, making the sign more visible over parked vehicles along the roadway and permits improved sight distance to drivers permitting them to see below the sign. <br />
<br />
'''Standard. '''[https://www.modot.org/standard-plans-section-900 Standard Plans 903] shall be referenced for specific installation and mounting height details. The details in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] and EPG [[#903.16.4|903.16.4]] shall apply to all signs unless specifically stated otherwise for a specific sign or object marker elsewhere in the EPG.<br />
<br />
The minimum mounting height of a sign shall be measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. Minimum sign mounting heights shall be as follows:<br />
* Sign located in rural areas – 5 feet,<br />
* Sign located in urban areas – 7 feet,<br />
* Signs located on freeways and expressways – 7 feet.<br />
<br />
The length of post measured from the bottom of the sign to the ground shall also be a minimum of 5 feet. If the length of any post within a sign assembly measures less than 5 feet from the bottom of the sign to the ground, the minimum sign mounting height shall be increased to achieve the minimum 5-foot post length.<br />
<br />
'''Option. '''Signs may be installed at 5 feet within the boundaries of incorporated city limits if the all following conditions apply:<br />
* The sign is located outside of business, commercial or residential areas where there are no high densities of entrances and cross street intersections<br />
* There is no on street parking<br />
* There are no sidewalks with bicycle or pedestrian traffic<br />
<br />
If a secondary sign is mounted below the primary sign on the same signpost(s), the mounting height for the assembly, measured from the near edge of the pavement to the bottom of the secondary sign, may be 1 foot lower than the minimums listed above.<br />
<br />
'''Guidance. '''Signs located outside of incorporated city limits that are located in areas having characteristics of an urban area, such as around businesses, heavy residential areas, areas with on street parking and areas with sidewalks which support bicycle and pedestrian traffic, should be installed at 7 feet.<br />
<br />
'''Support. '''[[903.1 General (MUTCD Chapter 2A)#fig903-1-13-1|Figure 903.1.13.1]] illustrates typical examples of the mounting height requirements contained for signs installed on U-Channel, Wood, PSST and Pipe Posts.<br />
<br />
====903.16.4.3.2 Mounting Height – Wide Flange (I-Beam) Posts====<br />
<br />
'''Support. '''Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design. Proper mounting height is more critical for breakaway function on Wide Flange posts compared to all other posts due to the hinge component of this post design. As with the other post types, mounting heights for Wide Flange posts are listed as “nominal” as excessive mounting heights have the same negative effects for these installations as exists with the other post types. Wide Flange post mounting heights are greater than other posts, so in areas with back slopes it is recommended to seek out a flatter location in advance or downstream of the original installation to keep the sign as low as possible.<br />
<br />
Minimum mounting heights for Wide Flange post installations are not related to rural or urban classifications, but are directly related to how the breakaway system functions. [https://www.modot.org/standard-plans-section-900 Standard Plans 903] provides details on the nominal mounting heights on wide flange posts. Key details to focus on are:<br />
* No wide flange post can be shorter than 7’ 9” measured from the hinge to the top of the stub.<br />
* The hinge point is always below the lowest sign which is attached to the wide flange post.<br />
* Nominal mounting heights vary depending if there is one sign mounted on the posts or two.<br />
* For signs located in areas of back slopes, the minimum mounting height may have to be increased, or the sign installed in a different location, in order to achieve the minimum post length of 7ft. 9 in<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
<br />
===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
<div style="margin: auto; width:600px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
</div><br />
</div><br />
<br />
'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
<br />
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
<br />
'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
<br />
====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
<br />
U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
<br />
U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
<br />
'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
<br />
====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
<br />
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
<br />
'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
<br />
{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
<br />
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
<br />
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
<br />
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
<br />
The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
<br />
The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
<br />
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
<br />
{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
<br />
'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
<br />
====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
<br />
'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
<br />
====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
<br />
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
<br />
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
<br />
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
<br />
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
<br />
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
<br />
'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
<br />
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
<br />
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
<br />
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
<br />
===903.16.4.7 Flat Sheet Column Mounting Assembly===<br />
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. <br />
<br />
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment. <br />
<br />
'''Standard.''' When used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs.<br />
<br />
===903.16.4.8 Breakaway Assemblies===<br />
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.<br />
<br />
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
<br />
'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.<br />
<br />
===903.16.4.9 Sign Orientation===<br />
'''Support.''' The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
<br />
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
<br />
'''Option.''' While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
<br />
===903.16.4.10 Sign Mountings===<br />
'''Support.''' Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard.''' Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
<br />
=={{SpanID|903.16.5}}903.16.5 Signing Plans==<br />
<br />
'''Standard. '''When signing is a separate project, the plans are assembled in the following order:<br />
<br />
# title sheet<br />
# quantity sheets for roadway items<br />
# sign location plan sheets<br />
# special sheets<br />
# traffic control plans<br />
# erosion control plan<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signing<br />
<br />
Typically, signing is included with the roadway plans. When this is the case, the plans are assembled together, including the quantity sheets. Separate quantity sheets shall not be generated for signing quantities. The signing plans shall be arranged in the following order:<br />
<br />
# sign location plan sheet<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signs<br />
# any miscellaneous special signing detail sheets.<br />
<br />
=={{SpanID|903.16.6}}903.16.6 Quantity Computations==<br />
<br />
'''Standard. '''Signs and posts will each be paid for individually. This includes emergency reference markers and object markers. Combined unit prices for sign and support combinations have been discontinued. All signs including stop signs, object markers, emergency reference markers and signal signs shall be totaled on [https://www.modot.org/media/16703 Form D-30] in four categories: Flat Sheet (FS), Flat Sheet Fluorescent (FSF), Structural (ST) and Structural Fluorescent. Structural signs’ width and height are designed to the nearest foot. Each standard, non-standard or special sign shall be calculated to the nearest 0.1 sq. ft., subtotaled to the nearest 0.1 sq. ft., and final pay total should be to the nearest 1.0 sq. ft.<br />
<br />
All post quantities shall be calculated and totaled on [https://www.modot.org/media/16702 Form D-29]. All post lengths shall be calculated in increments of 0.25 ft. including the length that extends into the concrete footing or ground as shown on the standard plans. All U-channel post lengths shall include the full length of both pieces when overlaps are required. The post length for wide flange and pipe posts shall be multiplied by the pounds per foot (lb/ft) factor, as shown in the standard plans; each sign's posts are subtotaled to the nearest pound; all sign posts are subtotaled; and the final pay totals are shown to the nearest 10 pounds. All U-channel, wood and perforated square steel tube post length quantities shall be totaled and rounded to the nearest foot. For perforated square steel tube posts, an additional pay item shall be included for the anchor sleeve which is paid for by the linear foot for each post used (and may also include a soil plate). See the Post and Anchor Data Table in [https://www.modot.org/media/16921 Standard Plan 903.03] to select the necessary anchor size. Omni-Directional anchors may be used for installation in weak or loose soil conditions.<br />
<br />
Concrete for sign support structures shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Concrete for overhead structure foundations shall be bolted down. Concrete for all post-mounted sign foundations shall be embedded. Bolted down and embedded quantities shall be calculated for each sign to the nearest 0.01 cubic yard, subtotaled to the nearest 0.01 cubic yard and a final pay total is shown to the nearest 0.1 cubic yard.<br />
<br />
Cantilever and butterfly tubular support trusses shall have standard pay items. Span tubular trusses shall require special pay items. Information in the description shall include span length, truss number and span design type. Structure pay items shall include costs for all labor and materials associated with the structure, from the bottom of the base plate up, on up, as a lump sum item. Each span structure shall have a separate pay item. Structure data shall be provided on [https://www.modot.org/media/16707 Form D-34].<br />
<br />
All box trusses shall require a special pay item for each truss. All pay item descriptions shall include span length and truss number. Truss pay items shall include costs for all labor and materials associated with the truss, from the bottom of the base plate up, as a lump sum item. Each box truss, regardless of type, shall have a separate pay item.<br />
<br />
See [https://www.modot.org/media/51221 Standard Plan 903.00] for payment of delineators. Delineators shall be paid for per each on [https://www.modot.org/media/16702 Form D-29], and include installation, bolts, post and sign.<br />
<br />
Perforated Square Steel Tube Post Breakaway assemblies shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Breakaway assemblies are incidental for pipe and structural steel posts.<br />
<br />
Backing bar lengths and weights shall be shown on [https://www.modot.org/media/16702 Form D-29], and are totaled with the pay item for structural steel posts. No weight deductions shall be made for punched or drilled holes. If no structural steel posts are used on a project, backing bar weights shall be added to pipe post weights.<br />
<br />
Signal Sign Mounting Hardware shall be paid for per each on Form D-37A separate from signal signs, which will be paid for by square feet. Signal Sign Hardware will include all mounting hardware necessary to install one sign on the mast arm.<br />
<br />
Special pay items shall not be included for items considered to be small amounts of work such as: strapping signs to lighting or signal posts or truss columns; covering inappropriate legends; "EXIT ONLY" panels on new signs; any symbol, arrow, shield or legend on new guide signs; hinge plates; aluminum wide flange posts for connecting service signs and exit number panels to structural guide signs; etc. No additional payment shall be made for hardware. Other than the above, it shall be left to the designer to decide which items require direct pay.<br />
<br />
'''Option. '''Special pay items for signing may be required. Some examples of special work include: modifying legends, relocating existing signs to new posts, temporary ground mounting guide signs, bridge mounted support brackets, truss painting, pedestal repair, etc. It is left to the designer to decide which items require special pay items.<br />
<br />
'''Support. '''Most jobs include the removal of existing signs and/or trusses. All removals are listed with other roadway Removal of Improvements. It is preferred to list the type of truss to be removed, number of pedestals, posts, footings and a rough estimate of sign area. Consult the District Traffic Engineer or District Constructions and Materials Engineer about which removals to salvage and where the contractor should deliver the salvaged materials. Items to be salvaged and delivery of these items are mentioned in the job special provisions and this work is paid for under Removal of Improvements.</div>Hoskirhttps://epg.modot.org/index.php?title=903.16_Design_Aspects_of_MoDOT_Signing&diff=58579903.16 Design Aspects of MoDOT Signing2026-05-06T13:23:08Z<p>Hoskir: /* 903.16.4.8 Sign Orientation */ updated per RR4184</p>
<hr />
<div>[[Category:903 Highway Signing (MUTCD Part 2)|903.16]]<br />
=={{SpanID|903.16.1}}903.16.1 Scope of Signs and Signing==<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:340px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Signpost_Selection_Guide.xlsm Signpost Selection Guide]<br />
* [[Media:903.2aPrintableSignpostSelectionGuide_2022.xls|Printable Signpost Selection Guide for use in the field]]<br />
</div><br />
<br />
'''Standard. '''The extent of signing by contract on any project is determined early in the project scope. Structural guide signs and supports (overhead or post-mounted) are paid for by contract, regardless of the type of facility. Sheet signs and supports are supplied by contract for all route classifications and project conditions. Unless otherwise agreed to among departments or divisions, the following are general guidelines for the extent of contract signing.<br />
<br />
'''Guidance. '''Regulatory and warning signs should be used conservatively because these signs tend to lose effectiveness if they are used to excess. If used, route signs and directional signs should be used frequently because they promote reasonably safe and efficient operations by keeping road users informed of their location.<br />
<br />
'''Support. '''When preparing signing plans, consistency and coordination with existing signing is critical. This does not mean poor signing should be replaced in kind for the sake of consistency. Consistent application of legend styles, abbreviations, control cities, wording, and arrow placement are important for proper driver guidance and expectancy. This is accomplished by routinely applying standards. Signing is basically for the first-time driver, not repeat traffic. An example of poor signing would be having two advance guide signs for the same exit listing different control cities. Another example would be using local cities for general guidance instead of standard control cities. It is important to have consistent signing throughout the state of Missouri.<br />
<br />
Guide sign standards in [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|EPG 903.4]], [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]], and as shown on the standard plans are used whenever possible. Conditions that require deviation from these standards are held to a minimum and justified. Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards may require approval as outlined in [[131.1 Design Exception Process|EPG 131.1]].<br />
<br />
=={{SpanID|903.16.2}}903.16.2 Plan Development Procedure==<br />
<br />
'''Standard. '''The preparation of signing plans requires the cooperation and coordination between the district and Central Office.<br />
<br />
When using preexisting structures to accommodate larger new signs, consideration shall be given to the dimensions and load capacity of the existing structure. The larger signs shall properly fit on the existing structure and not exceed the structure’s design capacity.<br />
<br />
When the need arises to modify the legend of a sign not built to current standards, the entire sign shall be replaced.<br />
<br />
'''Guidance. '''[https://modotgov.sharepoint.com/sites/br Bridge Division] should be consulted for mounting signs directly on bridges and other structures.<br />
<br />
Sign visibility from a distance is critical. Sign locations should be coordinated with other design features that include, but are not limited to bridges, highway lighting, traffic signals, drainage structures, overhead utilities, underground utilities and horizontal and vertical alignments that decrease sign visibility.<br />
<br />
The district should prepare proposed sign locations and review the plans for standards and quality control.<br />
<br />
When the sign is mounted on a truss, all signs on the truss not built to current standards should be replaced after considering the age, future conditions and detail of the sign.<br />
<br />
It is recommended that all non-standard signs be identified, with justification for the non-standard designs.<br />
<br />
For preliminary discussions, only the sign location plan showing existing and proposed signing is recommended. Sign details, cross-sections, tabulation sheets, computer generated sign designs or other detailed information should not be completed at this time. Once the preliminary location plan is agreed on, the district is to prepare [https://www.modot.org/media/16702 D-29] and [https://www.modot.org/media/16703 D-30], truss data sheets and template cross-sections for trusses and post-mounted signs. Truss cross-sections should not be drawn on the same sheets as ground mounted sign cross-sections. The districts, or consultants, are responsible for accuracy of the preliminary and final detail design.<br />
<br />
The district finalizes the plans and is to submit them to Design with the roadway plans, or as a separate project if so programmed. Typical signing location plans for interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]]. Design Division is available for consultation during any part of the plan preparation process.<br />
<br />
All non-standard and special signs are detailed by Central Office Highway Safety and Traffic and the district, or consultant, is responsible for incorporating the signs in [https://www.modot.org/media/16704 Form D-31]. A [https://epg.modot.org/forms/general_files/DE/RW-LPA/D-28.doc Sign Design Order Form (Design Form D-28)] should be completed for all non-standard and special signs and sent to the signing section of Central Office Highway Safety and Traffic, allowing 30 working days for the review and design to be completed. Each sign should be identified as an overhead or post-mounted sign. Traffic should be provided with a date the sign designs need to be returned for review. The return date needs to allow enough time to design and quantify the trusses, bases and posts.<br />
<br />
'''Option. '''Central Office Design or Highway Safety and Traffic Division may provide comments on the preliminary layout at the district's request. It is suggested that districts form review teams from various departments to review plans at the preliminary layout stage, and at final design. After the district reviews plans, Design Division may be consulted for review at the district's discretion.<br />
<br />
Two or more segments of alignment may be shown on one sheet. For ease of design, review and construction, sign locations for interchanges are completely shown on one sheet.<br />
<br />
In complex areas where many signs exist and will be replaced, proposed signing and existing signing may be shown separately on different plan sheets to avoid clutter and plan confusion; however, combined is preferred, if possible.<br />
<br />
'''Support. '''[[#fig903.16.2.1|Figure 903.16.2.1]] and [[#fig903.16.2.2|903.16.2.2]] show the steps taken from early plan development to final design.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
| {{SpanID|fig903.16.2.1}}[[image:903.2.10.1a.jpg|center|thumb|800px|'''Figure 903.16.2.1''' Existing and Preliminary Signing Plans Flowcharts]]<br />
|-<br />
| {{SpanID|fig903.16.2.2}}[[image:903.2.10.2a.jpg|center|thumb|800px|'''Figure 903.16.2.2''' Final Signing Plans Flowchart]]<br />
|}<br />
<br />
Location plans show the proposed pavement geometrics, the sign location, sign number, station, width and height, sign code (if applicable) and special or standard legend. Sign sizes are shown as width x height, in feet and/or inches for sheet signs, and in feet only for structural signs. Tabulated removals and general information are shown for existing signs. The standard sign code (e.g. R5-1a, W10-1, etc.) is shown for signs found in the SMS Sign Catalog.<br />
<br />
Signs are numbered in a logical order. Existing signs that are removed or remain in place are not numbered. Multiple signs on a single mount are further indicated with lower-case letters (e.g. 45(a), 45(b), 45(c)). If signs are added or deleted at a later date, renumbering all signs is not required. If signs are added, signs may be numbered 43, 43A, 43B, etc., or the next highest sign number may be used. If signs are deleted, a general note listing voided signs is provided.<br />
<br />
Existing signs are shown with dashed lines and are listed as a removal item where appropriate. Existing signs to be relocated to new posts and new signs on existing posts are numbered and noted as such. Existing signs in poor condition should be replaced.<br />
<br />
When replacing signs for many miles of roadway to be let in sections, it is desirable to generate an overall sign location plan to coordinate guide sign placement through numerous projects. For this situation it is not necessary to show signs other than guide signs. It is recommended to show the limits of each project on this location plan. Signs are identified as truss, bridge- or post-mounted or as strapped to a signal post or column. If applicable, truss type (cantilever, span and butterfly) and location are shown. Whether the truss is box or tubular does not need to be noted on preliminary location plan, but is shown on the final plan. A standard legend identifying symbols is used to alleviate crowding on plans. Typical location plans at interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]].<br />
<br />
When staged projects are scheduled in unison or closely together, complete signs are provided with the inappropriate legend covered until needed. Legends to be covered are noted on the plans, and the engineer is to approve the covering method. No direct pay is made for covering legends. When structural signs should be erected with only part of the legend in place at the initial time of construction, the sign and legend are shown on the plans with solid lines, and the legend to be placed at a later date is shown with dashed lines. A note is included indicating the dashed legend will be provided by future construction. The omitted legend is included in the roadway contract, which completes the sign.<br />
<br />
When the legend of an existing sign built to current standards is modified, the existing sign and legend are shown with dashed lines and the legend to be added is shown with solid lines. Sufficient information is provided to show series, type, size and spacing of new legend on the sign detail sheet.<br />
<br />
The district prepares tabulation sheets on Forms [https://www.modot.org/media/16702 D-29] (Sign Posts, Footings, Delineators and Mileposts), [https://www.modot.org/media/16703 D-30] (Signs) and Data Sheets [https://www.modot.org/media/16705 D-32], [https://www.modot.org/media/16706 D-33] and [https://www.modot.org/media/16707 D-34]. These forms are available as MicroStation seed files.<br />
<br />
On [https://www.modot.org/media/16702 Form D-29], all signs are listed in order according to sign number. This form includes truss footing and pedestal concrete quantities.<br />
<br />
On [https://www.modot.org/media/16703 Form D-30], all standard signs are totaled on the left-hand side of the sheet. The right-hand side is used to list special signs and provides an overall summary of all sign types.<br />
<br />
Truss data sheet forms are completed for all trusses. [https://www.modot.org/media/16705 Form D-32] is used for cantilever and butterfly box trusses. [https://www.modot.org/media/16706 Form D-33] is used for span and span-cantilever box trusses. [https://www.modot.org/media/16707 Form D-34] is the truss data sheet used for all tubular sign supports.<br />
<br />
Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards require approval.<br />
<br />
Overhead sign support structure foundations are not placed in gore areas or other areas with high exposure to traffic. See [[903.17 Overhead Sign Mounting #903.17|EPG 903.17]] for additional overhead sign support structure information.<br />
<br />
=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
<br />
'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
<br />
Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
<br />
Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
<br />
There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
<br />
See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
<br />
=={{SpanID|903.16.4}}903.16.4 Ground Mounted Sign Supports==<br />
<br />
===903.16.4.1 Ground Mounted Sign Installation===<br />
<br />
'''Guidance. '''Signs should be ground-mounted whenever possible unless mounting overhead is justified or required.<br />
<br />
'''Standard. '''If signs are placed on existing supports, they shall meet other placement criteria contained in this article.<br />
<br />
Utility and light poles shall not be used to mount signs as they are either not the property and maintenance responsibility of MoDOT or are not designed to carry the additional wind loading a sign adds to the structure.<br />
<br />
'''Option. '''In areas with space restrictions, available sign truss columns, signal poles, bridge columns, or other significant MoDOT structures, excluding roadway lighting structures, may be used to mount flat sheet aluminum signs.<br />
<br />
===903.16.4.2 Lateral Offset===<br />
<br />
'''Guidance. '''The provisions below should be applied unless specifically stated otherwise in the EPG for a particular sign or object marker. See [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-1|Figures 903.1.13.1]] and [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-2|903.1.13.2]] which illustrate typical examples of the lateral offset requirements contained in this portion of the article.<br />
<br />
Maximum offset will depend on roadway geometrics, profiles, and cross-sections, which all affect the visibility of the sign. Signs are generally to be placed no more than 15 ft. from the edge of shoulder.<br />
<br />
Ground-mounted signs placed in a gore only requires a minimum of 2 ft. lateral offset from edges of shoulder, face of barrier walls or guard rail.<br />
<br />
For divisional and channelizing islands, a 2 ft. lateral offset should be maintained between the edge of sign and the front face of curb. For islands with restricted width the sign should not extend beyond the curb face.<br />
<br />
'''Option. '''Deviation from the standard lateral offset may be used if a signs effectiveness and visibility are maintained to account for variations in roadside features. For example, to avoid placing signposts in the flow line of a ditch, avoiding drainage structures, pull boxes or sidewalks.<br />
<br />
'''Option. '''Lesser lateral offsets may be used in business, commercial or residential areas where limited space is available to place signs due to limited right of way, sidewalks or other restrictions which keep the sign from being installed at the correct offset. In these cases, the edge of the sign may be placed up to, but not beyond the face of the curb making every effort to maximize the offset with the space available.<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.16|EPG 903.1.16]] for additional information on Lateral Offset.<br />
<br />
===903.16.4.3 Mounting Height===<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
<br />
====903.16.4.3.1 Mounting Height – U-Channel, Wood, Perforated Square Steel Tube (PSST), Pipe Posts and 4 in. Square Steel Posts ====<br />
<br />
'''Support. '''There are typically two mounting heights for signs on u-channel, wood, PSST, pipe posts and 4 in. square steel posts, 5 feet and 7 feet. Traditionally, the 5-foot mounting height has been applied to “rural” areas and the 7-foot mounting high applied to “urban” areas or within incorporated city limits. However, the term “urban” has more to do with the conditions the signs are being installed within and less about being located within an incorporated city limit. The purpose of the 7-foot mounting height is to provide clearance for passing bicycle and pedestrian traffic, making the sign more visible over parked vehicles along the roadway and permits improved sight distance to drivers permitting them to see below the sign. <br />
<br />
'''Standard. '''[https://www.modot.org/standard-plans-section-900 Standard Plans 903] shall be referenced for specific installation and mounting height details. The details in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] and EPG [[#903.16.4|903.16.4]] shall apply to all signs unless specifically stated otherwise for a specific sign or object marker elsewhere in the EPG.<br />
<br />
The minimum mounting height of a sign shall be measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. Minimum sign mounting heights shall be as follows:<br />
* Sign located in rural areas – 5 feet,<br />
* Sign located in urban areas – 7 feet,<br />
* Signs located on freeways and expressways – 7 feet.<br />
<br />
The length of post measured from the bottom of the sign to the ground shall also be a minimum of 5 feet. If the length of any post within a sign assembly measures less than 5 feet from the bottom of the sign to the ground, the minimum sign mounting height shall be increased to achieve the minimum 5-foot post length.<br />
<br />
'''Option. '''Signs may be installed at 5 feet within the boundaries of incorporated city limits if the all following conditions apply:<br />
* The sign is located outside of business, commercial or residential areas where there are no high densities of entrances and cross street intersections<br />
* There is no on street parking<br />
* There are no sidewalks with bicycle or pedestrian traffic<br />
<br />
If a secondary sign is mounted below the primary sign on the same signpost(s), the mounting height for the assembly, measured from the near edge of the pavement to the bottom of the secondary sign, may be 1 foot lower than the minimums listed above.<br />
<br />
'''Guidance. '''Signs located outside of incorporated city limits that are located in areas having characteristics of an urban area, such as around businesses, heavy residential areas, areas with on street parking and areas with sidewalks which support bicycle and pedestrian traffic, should be installed at 7 feet.<br />
<br />
'''Support. '''[[903.1 General (MUTCD Chapter 2A)#fig903-1-13-1|Figure 903.1.13.1]] illustrates typical examples of the mounting height requirements contained for signs installed on U-Channel, Wood, PSST and Pipe Posts.<br />
<br />
====903.16.4.3.2 Mounting Height – Wide Flange (I-Beam) Posts====<br />
<br />
'''Support. '''Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design. Proper mounting height is more critical for breakaway function on Wide Flange posts compared to all other posts due to the hinge component of this post design. As with the other post types, mounting heights for Wide Flange posts are listed as “nominal” as excessive mounting heights have the same negative effects for these installations as exists with the other post types. Wide Flange post mounting heights are greater than other posts, so in areas with back slopes it is recommended to seek out a flatter location in advance or downstream of the original installation to keep the sign as low as possible.<br />
<br />
Minimum mounting heights for Wide Flange post installations are not related to rural or urban classifications, but are directly related to how the breakaway system functions. [https://www.modot.org/standard-plans-section-900 Standard Plans 903] provides details on the nominal mounting heights on wide flange posts. Key details to focus on are:<br />
* No wide flange post can be shorter than 7’ 9” measured from the hinge to the top of the stub.<br />
* The hinge point is always below the lowest sign which is attached to the wide flange post.<br />
* Nominal mounting heights vary depending if there is one sign mounted on the posts or two.<br />
* For signs located in areas of back slopes, the minimum mounting height may have to be increased, or the sign installed in a different location, in order to achieve the minimum post length of 7ft. 9 in<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
<br />
===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
<div style="margin: auto; width:600px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
</div><br />
</div><br />
<br />
'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
<br />
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
<br />
'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
<br />
====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
<br />
U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
<br />
U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
<br />
'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
<br />
====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
<br />
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
<br />
'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
<br />
{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
<br />
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
<br />
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
<br />
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
<br />
The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
<br />
The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
<br />
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
<br />
{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
<br />
'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
<br />
====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
<br />
'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
<br />
====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
<br />
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
<br />
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
<br />
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
<br />
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
<br />
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
<br />
'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
<br />
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
<br />
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
<br />
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
<br />
===903.16.4.7 Flat Sheet Column Mounting Assembly===<br />
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. <br />
<br />
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment. <br />
<br />
'''Standard.''' When used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs.<br />
<br />
===903.16.4.8 Breakaway Assemblies===<br />
'''Standard.''' All signposts installed on right of way shall meet federal breakaway standards and MoDOT design standards. Signposts which do not meet current breakaway standards, but which did meet the breakaway standards at the time of their installation, may remain in place until the end of their service life.<br />
<br />
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
<br />
'''Support.''' 4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and splice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require the addition of breakaway devices in certain applications based on the post size and number of posts used for an installation. The signpost selection tables will indicate when a breakaway is required for PSST posts. 4” Square Steel, Pipe and I-Beam posts have the breakaway devices integrated into the post design.<br />
<br />
===903.16.4.9 Sign Mountings===<br />
<br />
'''Support. '''Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard. '''Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
<br />
=={{SpanID|903.16.5}}903.16.5 Signing Plans==<br />
<br />
'''Standard. '''When signing is a separate project, the plans are assembled in the following order:<br />
<br />
# title sheet<br />
# quantity sheets for roadway items<br />
# sign location plan sheets<br />
# special sheets<br />
# traffic control plans<br />
# erosion control plan<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signing<br />
<br />
Typically, signing is included with the roadway plans. When this is the case, the plans are assembled together, including the quantity sheets. Separate quantity sheets shall not be generated for signing quantities. The signing plans shall be arranged in the following order:<br />
<br />
# sign location plan sheet<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signs<br />
# any miscellaneous special signing detail sheets.<br />
<br />
=={{SpanID|903.16.6}}903.16.6 Quantity Computations==<br />
<br />
'''Standard. '''Signs and posts will each be paid for individually. This includes emergency reference markers and object markers. Combined unit prices for sign and support combinations have been discontinued. All signs including stop signs, object markers, emergency reference markers and signal signs shall be totaled on [https://www.modot.org/media/16703 Form D-30] in four categories: Flat Sheet (FS), Flat Sheet Fluorescent (FSF), Structural (ST) and Structural Fluorescent. Structural signs’ width and height are designed to the nearest foot. Each standard, non-standard or special sign shall be calculated to the nearest 0.1 sq. ft., subtotaled to the nearest 0.1 sq. ft., and final pay total should be to the nearest 1.0 sq. ft.<br />
<br />
All post quantities shall be calculated and totaled on [https://www.modot.org/media/16702 Form D-29]. All post lengths shall be calculated in increments of 0.25 ft. including the length that extends into the concrete footing or ground as shown on the standard plans. All U-channel post lengths shall include the full length of both pieces when overlaps are required. The post length for wide flange and pipe posts shall be multiplied by the pounds per foot (lb/ft) factor, as shown in the standard plans; each sign's posts are subtotaled to the nearest pound; all sign posts are subtotaled; and the final pay totals are shown to the nearest 10 pounds. All U-channel, wood and perforated square steel tube post length quantities shall be totaled and rounded to the nearest foot. For perforated square steel tube posts, an additional pay item shall be included for the anchor sleeve which is paid for by the linear foot for each post used (and may also include a soil plate). See the Post and Anchor Data Table in [https://www.modot.org/media/16921 Standard Plan 903.03] to select the necessary anchor size. Omni-Directional anchors may be used for installation in weak or loose soil conditions.<br />
<br />
Concrete for sign support structures shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Concrete for overhead structure foundations shall be bolted down. Concrete for all post-mounted sign foundations shall be embedded. Bolted down and embedded quantities shall be calculated for each sign to the nearest 0.01 cubic yard, subtotaled to the nearest 0.01 cubic yard and a final pay total is shown to the nearest 0.1 cubic yard.<br />
<br />
Cantilever and butterfly tubular support trusses shall have standard pay items. Span tubular trusses shall require special pay items. Information in the description shall include span length, truss number and span design type. Structure pay items shall include costs for all labor and materials associated with the structure, from the bottom of the base plate up, on up, as a lump sum item. Each span structure shall have a separate pay item. Structure data shall be provided on [https://www.modot.org/media/16707 Form D-34].<br />
<br />
All box trusses shall require a special pay item for each truss. All pay item descriptions shall include span length and truss number. Truss pay items shall include costs for all labor and materials associated with the truss, from the bottom of the base plate up, as a lump sum item. Each box truss, regardless of type, shall have a separate pay item.<br />
<br />
See [https://www.modot.org/media/51221 Standard Plan 903.00] for payment of delineators. Delineators shall be paid for per each on [https://www.modot.org/media/16702 Form D-29], and include installation, bolts, post and sign.<br />
<br />
Perforated Square Steel Tube Post Breakaway assemblies shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Breakaway assemblies are incidental for pipe and structural steel posts.<br />
<br />
Backing bar lengths and weights shall be shown on [https://www.modot.org/media/16702 Form D-29], and are totaled with the pay item for structural steel posts. No weight deductions shall be made for punched or drilled holes. If no structural steel posts are used on a project, backing bar weights shall be added to pipe post weights.<br />
<br />
Signal Sign Mounting Hardware shall be paid for per each on Form D-37A separate from signal signs, which will be paid for by square feet. Signal Sign Hardware will include all mounting hardware necessary to install one sign on the mast arm.<br />
<br />
Special pay items shall not be included for items considered to be small amounts of work such as: strapping signs to lighting or signal posts or truss columns; covering inappropriate legends; "EXIT ONLY" panels on new signs; any symbol, arrow, shield or legend on new guide signs; hinge plates; aluminum wide flange posts for connecting service signs and exit number panels to structural guide signs; etc. No additional payment shall be made for hardware. Other than the above, it shall be left to the designer to decide which items require direct pay.<br />
<br />
'''Option. '''Special pay items for signing may be required. Some examples of special work include: modifying legends, relocating existing signs to new posts, temporary ground mounting guide signs, bridge mounted support brackets, truss painting, pedestal repair, etc. It is left to the designer to decide which items require special pay items.<br />
<br />
'''Support. '''Most jobs include the removal of existing signs and/or trusses. All removals are listed with other roadway Removal of Improvements. It is preferred to list the type of truss to be removed, number of pedestals, posts, footings and a rough estimate of sign area. Consult the District Traffic Engineer or District Constructions and Materials Engineer about which removals to salvage and where the contractor should deliver the salvaged materials. Items to be salvaged and delivery of these items are mentioned in the job special provisions and this work is paid for under Removal of Improvements.</div>Hoskirhttps://epg.modot.org/index.php?title=903.16_Design_Aspects_of_MoDOT_Signing&diff=58578903.16 Design Aspects of MoDOT Signing2026-05-06T13:22:20Z<p>Hoskir: /* 903.16.4.7 Breakaway Assemblies */ updated per RR4184</p>
<hr />
<div>[[Category:903 Highway Signing (MUTCD Part 2)|903.16]]<br />
=={{SpanID|903.16.1}}903.16.1 Scope of Signs and Signing==<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:340px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Signpost_Selection_Guide.xlsm Signpost Selection Guide]<br />
* [[Media:903.2aPrintableSignpostSelectionGuide_2022.xls|Printable Signpost Selection Guide for use in the field]]<br />
</div><br />
<br />
'''Standard. '''The extent of signing by contract on any project is determined early in the project scope. Structural guide signs and supports (overhead or post-mounted) are paid for by contract, regardless of the type of facility. Sheet signs and supports are supplied by contract for all route classifications and project conditions. Unless otherwise agreed to among departments or divisions, the following are general guidelines for the extent of contract signing.<br />
<br />
'''Guidance. '''Regulatory and warning signs should be used conservatively because these signs tend to lose effectiveness if they are used to excess. If used, route signs and directional signs should be used frequently because they promote reasonably safe and efficient operations by keeping road users informed of their location.<br />
<br />
'''Support. '''When preparing signing plans, consistency and coordination with existing signing is critical. This does not mean poor signing should be replaced in kind for the sake of consistency. Consistent application of legend styles, abbreviations, control cities, wording, and arrow placement are important for proper driver guidance and expectancy. This is accomplished by routinely applying standards. Signing is basically for the first-time driver, not repeat traffic. An example of poor signing would be having two advance guide signs for the same exit listing different control cities. Another example would be using local cities for general guidance instead of standard control cities. It is important to have consistent signing throughout the state of Missouri.<br />
<br />
Guide sign standards in [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|EPG 903.4]], [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]], and as shown on the standard plans are used whenever possible. Conditions that require deviation from these standards are held to a minimum and justified. Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards may require approval as outlined in [[131.1 Design Exception Process|EPG 131.1]].<br />
<br />
=={{SpanID|903.16.2}}903.16.2 Plan Development Procedure==<br />
<br />
'''Standard. '''The preparation of signing plans requires the cooperation and coordination between the district and Central Office.<br />
<br />
When using preexisting structures to accommodate larger new signs, consideration shall be given to the dimensions and load capacity of the existing structure. The larger signs shall properly fit on the existing structure and not exceed the structure’s design capacity.<br />
<br />
When the need arises to modify the legend of a sign not built to current standards, the entire sign shall be replaced.<br />
<br />
'''Guidance. '''[https://modotgov.sharepoint.com/sites/br Bridge Division] should be consulted for mounting signs directly on bridges and other structures.<br />
<br />
Sign visibility from a distance is critical. Sign locations should be coordinated with other design features that include, but are not limited to bridges, highway lighting, traffic signals, drainage structures, overhead utilities, underground utilities and horizontal and vertical alignments that decrease sign visibility.<br />
<br />
The district should prepare proposed sign locations and review the plans for standards and quality control.<br />
<br />
When the sign is mounted on a truss, all signs on the truss not built to current standards should be replaced after considering the age, future conditions and detail of the sign.<br />
<br />
It is recommended that all non-standard signs be identified, with justification for the non-standard designs.<br />
<br />
For preliminary discussions, only the sign location plan showing existing and proposed signing is recommended. Sign details, cross-sections, tabulation sheets, computer generated sign designs or other detailed information should not be completed at this time. Once the preliminary location plan is agreed on, the district is to prepare [https://www.modot.org/media/16702 D-29] and [https://www.modot.org/media/16703 D-30], truss data sheets and template cross-sections for trusses and post-mounted signs. Truss cross-sections should not be drawn on the same sheets as ground mounted sign cross-sections. The districts, or consultants, are responsible for accuracy of the preliminary and final detail design.<br />
<br />
The district finalizes the plans and is to submit them to Design with the roadway plans, or as a separate project if so programmed. Typical signing location plans for interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]]. Design Division is available for consultation during any part of the plan preparation process.<br />
<br />
All non-standard and special signs are detailed by Central Office Highway Safety and Traffic and the district, or consultant, is responsible for incorporating the signs in [https://www.modot.org/media/16704 Form D-31]. A [https://epg.modot.org/forms/general_files/DE/RW-LPA/D-28.doc Sign Design Order Form (Design Form D-28)] should be completed for all non-standard and special signs and sent to the signing section of Central Office Highway Safety and Traffic, allowing 30 working days for the review and design to be completed. Each sign should be identified as an overhead or post-mounted sign. Traffic should be provided with a date the sign designs need to be returned for review. The return date needs to allow enough time to design and quantify the trusses, bases and posts.<br />
<br />
'''Option. '''Central Office Design or Highway Safety and Traffic Division may provide comments on the preliminary layout at the district's request. It is suggested that districts form review teams from various departments to review plans at the preliminary layout stage, and at final design. After the district reviews plans, Design Division may be consulted for review at the district's discretion.<br />
<br />
Two or more segments of alignment may be shown on one sheet. For ease of design, review and construction, sign locations for interchanges are completely shown on one sheet.<br />
<br />
In complex areas where many signs exist and will be replaced, proposed signing and existing signing may be shown separately on different plan sheets to avoid clutter and plan confusion; however, combined is preferred, if possible.<br />
<br />
'''Support. '''[[#fig903.16.2.1|Figure 903.16.2.1]] and [[#fig903.16.2.2|903.16.2.2]] show the steps taken from early plan development to final design.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
| {{SpanID|fig903.16.2.1}}[[image:903.2.10.1a.jpg|center|thumb|800px|'''Figure 903.16.2.1''' Existing and Preliminary Signing Plans Flowcharts]]<br />
|-<br />
| {{SpanID|fig903.16.2.2}}[[image:903.2.10.2a.jpg|center|thumb|800px|'''Figure 903.16.2.2''' Final Signing Plans Flowchart]]<br />
|}<br />
<br />
Location plans show the proposed pavement geometrics, the sign location, sign number, station, width and height, sign code (if applicable) and special or standard legend. Sign sizes are shown as width x height, in feet and/or inches for sheet signs, and in feet only for structural signs. Tabulated removals and general information are shown for existing signs. The standard sign code (e.g. R5-1a, W10-1, etc.) is shown for signs found in the SMS Sign Catalog.<br />
<br />
Signs are numbered in a logical order. Existing signs that are removed or remain in place are not numbered. Multiple signs on a single mount are further indicated with lower-case letters (e.g. 45(a), 45(b), 45(c)). If signs are added or deleted at a later date, renumbering all signs is not required. If signs are added, signs may be numbered 43, 43A, 43B, etc., or the next highest sign number may be used. If signs are deleted, a general note listing voided signs is provided.<br />
<br />
Existing signs are shown with dashed lines and are listed as a removal item where appropriate. Existing signs to be relocated to new posts and new signs on existing posts are numbered and noted as such. Existing signs in poor condition should be replaced.<br />
<br />
When replacing signs for many miles of roadway to be let in sections, it is desirable to generate an overall sign location plan to coordinate guide sign placement through numerous projects. For this situation it is not necessary to show signs other than guide signs. It is recommended to show the limits of each project on this location plan. Signs are identified as truss, bridge- or post-mounted or as strapped to a signal post or column. If applicable, truss type (cantilever, span and butterfly) and location are shown. Whether the truss is box or tubular does not need to be noted on preliminary location plan, but is shown on the final plan. A standard legend identifying symbols is used to alleviate crowding on plans. Typical location plans at interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]].<br />
<br />
When staged projects are scheduled in unison or closely together, complete signs are provided with the inappropriate legend covered until needed. Legends to be covered are noted on the plans, and the engineer is to approve the covering method. No direct pay is made for covering legends. When structural signs should be erected with only part of the legend in place at the initial time of construction, the sign and legend are shown on the plans with solid lines, and the legend to be placed at a later date is shown with dashed lines. A note is included indicating the dashed legend will be provided by future construction. The omitted legend is included in the roadway contract, which completes the sign.<br />
<br />
When the legend of an existing sign built to current standards is modified, the existing sign and legend are shown with dashed lines and the legend to be added is shown with solid lines. Sufficient information is provided to show series, type, size and spacing of new legend on the sign detail sheet.<br />
<br />
The district prepares tabulation sheets on Forms [https://www.modot.org/media/16702 D-29] (Sign Posts, Footings, Delineators and Mileposts), [https://www.modot.org/media/16703 D-30] (Signs) and Data Sheets [https://www.modot.org/media/16705 D-32], [https://www.modot.org/media/16706 D-33] and [https://www.modot.org/media/16707 D-34]. These forms are available as MicroStation seed files.<br />
<br />
On [https://www.modot.org/media/16702 Form D-29], all signs are listed in order according to sign number. This form includes truss footing and pedestal concrete quantities.<br />
<br />
On [https://www.modot.org/media/16703 Form D-30], all standard signs are totaled on the left-hand side of the sheet. The right-hand side is used to list special signs and provides an overall summary of all sign types.<br />
<br />
Truss data sheet forms are completed for all trusses. [https://www.modot.org/media/16705 Form D-32] is used for cantilever and butterfly box trusses. [https://www.modot.org/media/16706 Form D-33] is used for span and span-cantilever box trusses. [https://www.modot.org/media/16707 Form D-34] is the truss data sheet used for all tubular sign supports.<br />
<br />
Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards require approval.<br />
<br />
Overhead sign support structure foundations are not placed in gore areas or other areas with high exposure to traffic. See [[903.17 Overhead Sign Mounting #903.17|EPG 903.17]] for additional overhead sign support structure information.<br />
<br />
=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
<br />
'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
<br />
Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
<br />
Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
<br />
There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
<br />
See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
<br />
=={{SpanID|903.16.4}}903.16.4 Ground Mounted Sign Supports==<br />
<br />
===903.16.4.1 Ground Mounted Sign Installation===<br />
<br />
'''Guidance. '''Signs should be ground-mounted whenever possible unless mounting overhead is justified or required.<br />
<br />
'''Standard. '''If signs are placed on existing supports, they shall meet other placement criteria contained in this article.<br />
<br />
Utility and light poles shall not be used to mount signs as they are either not the property and maintenance responsibility of MoDOT or are not designed to carry the additional wind loading a sign adds to the structure.<br />
<br />
'''Option. '''In areas with space restrictions, available sign truss columns, signal poles, bridge columns, or other significant MoDOT structures, excluding roadway lighting structures, may be used to mount flat sheet aluminum signs.<br />
<br />
===903.16.4.2 Lateral Offset===<br />
<br />
'''Guidance. '''The provisions below should be applied unless specifically stated otherwise in the EPG for a particular sign or object marker. See [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-1|Figures 903.1.13.1]] and [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-2|903.1.13.2]] which illustrate typical examples of the lateral offset requirements contained in this portion of the article.<br />
<br />
Maximum offset will depend on roadway geometrics, profiles, and cross-sections, which all affect the visibility of the sign. Signs are generally to be placed no more than 15 ft. from the edge of shoulder.<br />
<br />
Ground-mounted signs placed in a gore only requires a minimum of 2 ft. lateral offset from edges of shoulder, face of barrier walls or guard rail.<br />
<br />
For divisional and channelizing islands, a 2 ft. lateral offset should be maintained between the edge of sign and the front face of curb. For islands with restricted width the sign should not extend beyond the curb face.<br />
<br />
'''Option. '''Deviation from the standard lateral offset may be used if a signs effectiveness and visibility are maintained to account for variations in roadside features. For example, to avoid placing signposts in the flow line of a ditch, avoiding drainage structures, pull boxes or sidewalks.<br />
<br />
'''Option. '''Lesser lateral offsets may be used in business, commercial or residential areas where limited space is available to place signs due to limited right of way, sidewalks or other restrictions which keep the sign from being installed at the correct offset. In these cases, the edge of the sign may be placed up to, but not beyond the face of the curb making every effort to maximize the offset with the space available.<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.16|EPG 903.1.16]] for additional information on Lateral Offset.<br />
<br />
===903.16.4.3 Mounting Height===<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
<br />
====903.16.4.3.1 Mounting Height – U-Channel, Wood, Perforated Square Steel Tube (PSST), Pipe Posts and 4 in. Square Steel Posts ====<br />
<br />
'''Support. '''There are typically two mounting heights for signs on u-channel, wood, PSST, pipe posts and 4 in. square steel posts, 5 feet and 7 feet. Traditionally, the 5-foot mounting height has been applied to “rural” areas and the 7-foot mounting high applied to “urban” areas or within incorporated city limits. However, the term “urban” has more to do with the conditions the signs are being installed within and less about being located within an incorporated city limit. The purpose of the 7-foot mounting height is to provide clearance for passing bicycle and pedestrian traffic, making the sign more visible over parked vehicles along the roadway and permits improved sight distance to drivers permitting them to see below the sign. <br />
<br />
'''Standard. '''[https://www.modot.org/standard-plans-section-900 Standard Plans 903] shall be referenced for specific installation and mounting height details. The details in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] and EPG [[#903.16.4|903.16.4]] shall apply to all signs unless specifically stated otherwise for a specific sign or object marker elsewhere in the EPG.<br />
<br />
The minimum mounting height of a sign shall be measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. Minimum sign mounting heights shall be as follows:<br />
* Sign located in rural areas – 5 feet,<br />
* Sign located in urban areas – 7 feet,<br />
* Signs located on freeways and expressways – 7 feet.<br />
<br />
The length of post measured from the bottom of the sign to the ground shall also be a minimum of 5 feet. If the length of any post within a sign assembly measures less than 5 feet from the bottom of the sign to the ground, the minimum sign mounting height shall be increased to achieve the minimum 5-foot post length.<br />
<br />
'''Option. '''Signs may be installed at 5 feet within the boundaries of incorporated city limits if the all following conditions apply:<br />
* The sign is located outside of business, commercial or residential areas where there are no high densities of entrances and cross street intersections<br />
* There is no on street parking<br />
* There are no sidewalks with bicycle or pedestrian traffic<br />
<br />
If a secondary sign is mounted below the primary sign on the same signpost(s), the mounting height for the assembly, measured from the near edge of the pavement to the bottom of the secondary sign, may be 1 foot lower than the minimums listed above.<br />
<br />
'''Guidance. '''Signs located outside of incorporated city limits that are located in areas having characteristics of an urban area, such as around businesses, heavy residential areas, areas with on street parking and areas with sidewalks which support bicycle and pedestrian traffic, should be installed at 7 feet.<br />
<br />
'''Support. '''[[903.1 General (MUTCD Chapter 2A)#fig903-1-13-1|Figure 903.1.13.1]] illustrates typical examples of the mounting height requirements contained for signs installed on U-Channel, Wood, PSST and Pipe Posts.<br />
<br />
====903.16.4.3.2 Mounting Height – Wide Flange (I-Beam) Posts====<br />
<br />
'''Support. '''Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design. Proper mounting height is more critical for breakaway function on Wide Flange posts compared to all other posts due to the hinge component of this post design. As with the other post types, mounting heights for Wide Flange posts are listed as “nominal” as excessive mounting heights have the same negative effects for these installations as exists with the other post types. Wide Flange post mounting heights are greater than other posts, so in areas with back slopes it is recommended to seek out a flatter location in advance or downstream of the original installation to keep the sign as low as possible.<br />
<br />
Minimum mounting heights for Wide Flange post installations are not related to rural or urban classifications, but are directly related to how the breakaway system functions. [https://www.modot.org/standard-plans-section-900 Standard Plans 903] provides details on the nominal mounting heights on wide flange posts. Key details to focus on are:<br />
* No wide flange post can be shorter than 7’ 9” measured from the hinge to the top of the stub.<br />
* The hinge point is always below the lowest sign which is attached to the wide flange post.<br />
* Nominal mounting heights vary depending if there is one sign mounted on the posts or two.<br />
* For signs located in areas of back slopes, the minimum mounting height may have to be increased, or the sign installed in a different location, in order to achieve the minimum post length of 7ft. 9 in<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
<br />
===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
<div style="margin: auto; width:600px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
</div><br />
</div><br />
<br />
'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
<br />
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
<br />
'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
<br />
====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
<br />
U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
<br />
U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
<br />
'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
<br />
====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
<br />
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
<br />
'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
<br />
{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
<br />
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
<br />
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
<br />
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
<br />
The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
<br />
The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
<br />
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
<br />
{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
<br />
'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
<br />
====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
<br />
'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
<br />
====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
<br />
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
<br />
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
<br />
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
<br />
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
<br />
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
<br />
'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
<br />
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
<br />
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
<br />
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
<br />
===903.16.4.7 Flat Sheet Column Mounting Assembly===<br />
'''Support.''' Flat sheet column mounting assemblies were developed as a method to securely fasten large flat sheet signs to bridge columns or overhead sign truss columns commonly found on freeways and expressways. The column mounting assembly is made up of an aluminum C-channel which is banded to the column with a series of stainless-steel banding straps, providing a stronger point of contact with the structure. The sign is attached to the C-channel with aluminum backing bars. This sign attachment method is used for flat sheet signs 48” x 60” up to 48” x 96”, and any additional supplemental plaques associated with these signs, as well as 48” x 48” diamond warning signs. Smaller flat sheet signs are mounted to these column structures using traditional banding methods. <br />
<br />
'''Guidance.''' The flat sheet column mounting assembly should be used when attaching flat sheet signs of the sizes previously listed to bridge columns or sign truss columns to provide a secure sign attachment. <br />
<br />
'''Standard.''' When used, the flat sheet column mounting assembly shall be constructed and installed according to standard plans 903.03. Signs installed using this method shall also meet sign mounting height standards found in standard plans 903.03. Signs shall not be attached to lighting structures or utility poles as these structures are not designed to support highway signs.<br />
<br />
===903.16.4.8 Sign Orientation===<br />
<br />
'''Support. '''The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
<br />
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
<br />
'''Option. '''While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
<br />
===903.16.4.9 Sign Mountings===<br />
<br />
'''Support. '''Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard. '''Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
<br />
=={{SpanID|903.16.5}}903.16.5 Signing Plans==<br />
<br />
'''Standard. '''When signing is a separate project, the plans are assembled in the following order:<br />
<br />
# title sheet<br />
# quantity sheets for roadway items<br />
# sign location plan sheets<br />
# special sheets<br />
# traffic control plans<br />
# erosion control plan<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signing<br />
<br />
Typically, signing is included with the roadway plans. When this is the case, the plans are assembled together, including the quantity sheets. Separate quantity sheets shall not be generated for signing quantities. The signing plans shall be arranged in the following order:<br />
<br />
# sign location plan sheet<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signs<br />
# any miscellaneous special signing detail sheets.<br />
<br />
=={{SpanID|903.16.6}}903.16.6 Quantity Computations==<br />
<br />
'''Standard. '''Signs and posts will each be paid for individually. This includes emergency reference markers and object markers. Combined unit prices for sign and support combinations have been discontinued. All signs including stop signs, object markers, emergency reference markers and signal signs shall be totaled on [https://www.modot.org/media/16703 Form D-30] in four categories: Flat Sheet (FS), Flat Sheet Fluorescent (FSF), Structural (ST) and Structural Fluorescent. Structural signs’ width and height are designed to the nearest foot. Each standard, non-standard or special sign shall be calculated to the nearest 0.1 sq. ft., subtotaled to the nearest 0.1 sq. ft., and final pay total should be to the nearest 1.0 sq. ft.<br />
<br />
All post quantities shall be calculated and totaled on [https://www.modot.org/media/16702 Form D-29]. All post lengths shall be calculated in increments of 0.25 ft. including the length that extends into the concrete footing or ground as shown on the standard plans. All U-channel post lengths shall include the full length of both pieces when overlaps are required. The post length for wide flange and pipe posts shall be multiplied by the pounds per foot (lb/ft) factor, as shown in the standard plans; each sign's posts are subtotaled to the nearest pound; all sign posts are subtotaled; and the final pay totals are shown to the nearest 10 pounds. All U-channel, wood and perforated square steel tube post length quantities shall be totaled and rounded to the nearest foot. For perforated square steel tube posts, an additional pay item shall be included for the anchor sleeve which is paid for by the linear foot for each post used (and may also include a soil plate). See the Post and Anchor Data Table in [https://www.modot.org/media/16921 Standard Plan 903.03] to select the necessary anchor size. Omni-Directional anchors may be used for installation in weak or loose soil conditions.<br />
<br />
Concrete for sign support structures shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Concrete for overhead structure foundations shall be bolted down. Concrete for all post-mounted sign foundations shall be embedded. Bolted down and embedded quantities shall be calculated for each sign to the nearest 0.01 cubic yard, subtotaled to the nearest 0.01 cubic yard and a final pay total is shown to the nearest 0.1 cubic yard.<br />
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Cantilever and butterfly tubular support trusses shall have standard pay items. Span tubular trusses shall require special pay items. Information in the description shall include span length, truss number and span design type. Structure pay items shall include costs for all labor and materials associated with the structure, from the bottom of the base plate up, on up, as a lump sum item. Each span structure shall have a separate pay item. Structure data shall be provided on [https://www.modot.org/media/16707 Form D-34].<br />
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All box trusses shall require a special pay item for each truss. All pay item descriptions shall include span length and truss number. Truss pay items shall include costs for all labor and materials associated with the truss, from the bottom of the base plate up, as a lump sum item. Each box truss, regardless of type, shall have a separate pay item.<br />
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See [https://www.modot.org/media/51221 Standard Plan 903.00] for payment of delineators. Delineators shall be paid for per each on [https://www.modot.org/media/16702 Form D-29], and include installation, bolts, post and sign.<br />
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Perforated Square Steel Tube Post Breakaway assemblies shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Breakaway assemblies are incidental for pipe and structural steel posts.<br />
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Backing bar lengths and weights shall be shown on [https://www.modot.org/media/16702 Form D-29], and are totaled with the pay item for structural steel posts. No weight deductions shall be made for punched or drilled holes. If no structural steel posts are used on a project, backing bar weights shall be added to pipe post weights.<br />
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Signal Sign Mounting Hardware shall be paid for per each on Form D-37A separate from signal signs, which will be paid for by square feet. Signal Sign Hardware will include all mounting hardware necessary to install one sign on the mast arm.<br />
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Special pay items shall not be included for items considered to be small amounts of work such as: strapping signs to lighting or signal posts or truss columns; covering inappropriate legends; "EXIT ONLY" panels on new signs; any symbol, arrow, shield or legend on new guide signs; hinge plates; aluminum wide flange posts for connecting service signs and exit number panels to structural guide signs; etc. No additional payment shall be made for hardware. Other than the above, it shall be left to the designer to decide which items require direct pay.<br />
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'''Option. '''Special pay items for signing may be required. Some examples of special work include: modifying legends, relocating existing signs to new posts, temporary ground mounting guide signs, bridge mounted support brackets, truss painting, pedestal repair, etc. It is left to the designer to decide which items require special pay items.<br />
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'''Support. '''Most jobs include the removal of existing signs and/or trusses. All removals are listed with other roadway Removal of Improvements. It is preferred to list the type of truss to be removed, number of pedestals, posts, footings and a rough estimate of sign area. Consult the District Traffic Engineer or District Constructions and Materials Engineer about which removals to salvage and where the contractor should deliver the salvaged materials. Items to be salvaged and delivery of these items are mentioned in the job special provisions and this work is paid for under Removal of Improvements.</div>Hoskirhttps://epg.modot.org/index.php?title=903.16_Design_Aspects_of_MoDOT_Signing&diff=58577903.16 Design Aspects of MoDOT Signing2026-05-06T13:21:16Z<p>Hoskir: /* 903.16.4.6 Backing Bars */ updated per RR4184</p>
<hr />
<div>[[Category:903 Highway Signing (MUTCD Part 2)|903.16]]<br />
=={{SpanID|903.16.1}}903.16.1 Scope of Signs and Signing==<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:340px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Signpost_Selection_Guide.xlsm Signpost Selection Guide]<br />
* [[Media:903.2aPrintableSignpostSelectionGuide_2022.xls|Printable Signpost Selection Guide for use in the field]]<br />
</div><br />
<br />
'''Standard. '''The extent of signing by contract on any project is determined early in the project scope. Structural guide signs and supports (overhead or post-mounted) are paid for by contract, regardless of the type of facility. Sheet signs and supports are supplied by contract for all route classifications and project conditions. Unless otherwise agreed to among departments or divisions, the following are general guidelines for the extent of contract signing.<br />
<br />
'''Guidance. '''Regulatory and warning signs should be used conservatively because these signs tend to lose effectiveness if they are used to excess. If used, route signs and directional signs should be used frequently because they promote reasonably safe and efficient operations by keeping road users informed of their location.<br />
<br />
'''Support. '''When preparing signing plans, consistency and coordination with existing signing is critical. This does not mean poor signing should be replaced in kind for the sake of consistency. Consistent application of legend styles, abbreviations, control cities, wording, and arrow placement are important for proper driver guidance and expectancy. This is accomplished by routinely applying standards. Signing is basically for the first-time driver, not repeat traffic. An example of poor signing would be having two advance guide signs for the same exit listing different control cities. Another example would be using local cities for general guidance instead of standard control cities. It is important to have consistent signing throughout the state of Missouri.<br />
<br />
Guide sign standards in [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|EPG 903.4]], [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]], and as shown on the standard plans are used whenever possible. Conditions that require deviation from these standards are held to a minimum and justified. Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards may require approval as outlined in [[131.1 Design Exception Process|EPG 131.1]].<br />
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=={{SpanID|903.16.2}}903.16.2 Plan Development Procedure==<br />
<br />
'''Standard. '''The preparation of signing plans requires the cooperation and coordination between the district and Central Office.<br />
<br />
When using preexisting structures to accommodate larger new signs, consideration shall be given to the dimensions and load capacity of the existing structure. The larger signs shall properly fit on the existing structure and not exceed the structure’s design capacity.<br />
<br />
When the need arises to modify the legend of a sign not built to current standards, the entire sign shall be replaced.<br />
<br />
'''Guidance. '''[https://modotgov.sharepoint.com/sites/br Bridge Division] should be consulted for mounting signs directly on bridges and other structures.<br />
<br />
Sign visibility from a distance is critical. Sign locations should be coordinated with other design features that include, but are not limited to bridges, highway lighting, traffic signals, drainage structures, overhead utilities, underground utilities and horizontal and vertical alignments that decrease sign visibility.<br />
<br />
The district should prepare proposed sign locations and review the plans for standards and quality control.<br />
<br />
When the sign is mounted on a truss, all signs on the truss not built to current standards should be replaced after considering the age, future conditions and detail of the sign.<br />
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It is recommended that all non-standard signs be identified, with justification for the non-standard designs.<br />
<br />
For preliminary discussions, only the sign location plan showing existing and proposed signing is recommended. Sign details, cross-sections, tabulation sheets, computer generated sign designs or other detailed information should not be completed at this time. Once the preliminary location plan is agreed on, the district is to prepare [https://www.modot.org/media/16702 D-29] and [https://www.modot.org/media/16703 D-30], truss data sheets and template cross-sections for trusses and post-mounted signs. Truss cross-sections should not be drawn on the same sheets as ground mounted sign cross-sections. The districts, or consultants, are responsible for accuracy of the preliminary and final detail design.<br />
<br />
The district finalizes the plans and is to submit them to Design with the roadway plans, or as a separate project if so programmed. Typical signing location plans for interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]]. Design Division is available for consultation during any part of the plan preparation process.<br />
<br />
All non-standard and special signs are detailed by Central Office Highway Safety and Traffic and the district, or consultant, is responsible for incorporating the signs in [https://www.modot.org/media/16704 Form D-31]. A [https://epg.modot.org/forms/general_files/DE/RW-LPA/D-28.doc Sign Design Order Form (Design Form D-28)] should be completed for all non-standard and special signs and sent to the signing section of Central Office Highway Safety and Traffic, allowing 30 working days for the review and design to be completed. Each sign should be identified as an overhead or post-mounted sign. Traffic should be provided with a date the sign designs need to be returned for review. The return date needs to allow enough time to design and quantify the trusses, bases and posts.<br />
<br />
'''Option. '''Central Office Design or Highway Safety and Traffic Division may provide comments on the preliminary layout at the district's request. It is suggested that districts form review teams from various departments to review plans at the preliminary layout stage, and at final design. After the district reviews plans, Design Division may be consulted for review at the district's discretion.<br />
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Two or more segments of alignment may be shown on one sheet. For ease of design, review and construction, sign locations for interchanges are completely shown on one sheet.<br />
<br />
In complex areas where many signs exist and will be replaced, proposed signing and existing signing may be shown separately on different plan sheets to avoid clutter and plan confusion; however, combined is preferred, if possible.<br />
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'''Support. '''[[#fig903.16.2.1|Figure 903.16.2.1]] and [[#fig903.16.2.2|903.16.2.2]] show the steps taken from early plan development to final design.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
| {{SpanID|fig903.16.2.1}}[[image:903.2.10.1a.jpg|center|thumb|800px|'''Figure 903.16.2.1''' Existing and Preliminary Signing Plans Flowcharts]]<br />
|-<br />
| {{SpanID|fig903.16.2.2}}[[image:903.2.10.2a.jpg|center|thumb|800px|'''Figure 903.16.2.2''' Final Signing Plans Flowchart]]<br />
|}<br />
<br />
Location plans show the proposed pavement geometrics, the sign location, sign number, station, width and height, sign code (if applicable) and special or standard legend. Sign sizes are shown as width x height, in feet and/or inches for sheet signs, and in feet only for structural signs. Tabulated removals and general information are shown for existing signs. The standard sign code (e.g. R5-1a, W10-1, etc.) is shown for signs found in the SMS Sign Catalog.<br />
<br />
Signs are numbered in a logical order. Existing signs that are removed or remain in place are not numbered. Multiple signs on a single mount are further indicated with lower-case letters (e.g. 45(a), 45(b), 45(c)). If signs are added or deleted at a later date, renumbering all signs is not required. If signs are added, signs may be numbered 43, 43A, 43B, etc., or the next highest sign number may be used. If signs are deleted, a general note listing voided signs is provided.<br />
<br />
Existing signs are shown with dashed lines and are listed as a removal item where appropriate. Existing signs to be relocated to new posts and new signs on existing posts are numbered and noted as such. Existing signs in poor condition should be replaced.<br />
<br />
When replacing signs for many miles of roadway to be let in sections, it is desirable to generate an overall sign location plan to coordinate guide sign placement through numerous projects. For this situation it is not necessary to show signs other than guide signs. It is recommended to show the limits of each project on this location plan. Signs are identified as truss, bridge- or post-mounted or as strapped to a signal post or column. If applicable, truss type (cantilever, span and butterfly) and location are shown. Whether the truss is box or tubular does not need to be noted on preliminary location plan, but is shown on the final plan. A standard legend identifying symbols is used to alleviate crowding on plans. Typical location plans at interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]].<br />
<br />
When staged projects are scheduled in unison or closely together, complete signs are provided with the inappropriate legend covered until needed. Legends to be covered are noted on the plans, and the engineer is to approve the covering method. No direct pay is made for covering legends. When structural signs should be erected with only part of the legend in place at the initial time of construction, the sign and legend are shown on the plans with solid lines, and the legend to be placed at a later date is shown with dashed lines. A note is included indicating the dashed legend will be provided by future construction. The omitted legend is included in the roadway contract, which completes the sign.<br />
<br />
When the legend of an existing sign built to current standards is modified, the existing sign and legend are shown with dashed lines and the legend to be added is shown with solid lines. Sufficient information is provided to show series, type, size and spacing of new legend on the sign detail sheet.<br />
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The district prepares tabulation sheets on Forms [https://www.modot.org/media/16702 D-29] (Sign Posts, Footings, Delineators and Mileposts), [https://www.modot.org/media/16703 D-30] (Signs) and Data Sheets [https://www.modot.org/media/16705 D-32], [https://www.modot.org/media/16706 D-33] and [https://www.modot.org/media/16707 D-34]. These forms are available as MicroStation seed files.<br />
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On [https://www.modot.org/media/16702 Form D-29], all signs are listed in order according to sign number. This form includes truss footing and pedestal concrete quantities.<br />
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On [https://www.modot.org/media/16703 Form D-30], all standard signs are totaled on the left-hand side of the sheet. The right-hand side is used to list special signs and provides an overall summary of all sign types.<br />
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Truss data sheet forms are completed for all trusses. [https://www.modot.org/media/16705 Form D-32] is used for cantilever and butterfly box trusses. [https://www.modot.org/media/16706 Form D-33] is used for span and span-cantilever box trusses. [https://www.modot.org/media/16707 Form D-34] is the truss data sheet used for all tubular sign supports.<br />
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Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards require approval.<br />
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Overhead sign support structure foundations are not placed in gore areas or other areas with high exposure to traffic. See [[903.17 Overhead Sign Mounting #903.17|EPG 903.17]] for additional overhead sign support structure information.<br />
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=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
<br />
'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
<br />
Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
<br />
Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
<br />
There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
<br />
See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
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=={{SpanID|903.16.4}}903.16.4 Ground Mounted Sign Supports==<br />
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===903.16.4.1 Ground Mounted Sign Installation===<br />
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'''Guidance. '''Signs should be ground-mounted whenever possible unless mounting overhead is justified or required.<br />
<br />
'''Standard. '''If signs are placed on existing supports, they shall meet other placement criteria contained in this article.<br />
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Utility and light poles shall not be used to mount signs as they are either not the property and maintenance responsibility of MoDOT or are not designed to carry the additional wind loading a sign adds to the structure.<br />
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'''Option. '''In areas with space restrictions, available sign truss columns, signal poles, bridge columns, or other significant MoDOT structures, excluding roadway lighting structures, may be used to mount flat sheet aluminum signs.<br />
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===903.16.4.2 Lateral Offset===<br />
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'''Guidance. '''The provisions below should be applied unless specifically stated otherwise in the EPG for a particular sign or object marker. See [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-1|Figures 903.1.13.1]] and [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-2|903.1.13.2]] which illustrate typical examples of the lateral offset requirements contained in this portion of the article.<br />
<br />
Maximum offset will depend on roadway geometrics, profiles, and cross-sections, which all affect the visibility of the sign. Signs are generally to be placed no more than 15 ft. from the edge of shoulder.<br />
<br />
Ground-mounted signs placed in a gore only requires a minimum of 2 ft. lateral offset from edges of shoulder, face of barrier walls or guard rail.<br />
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For divisional and channelizing islands, a 2 ft. lateral offset should be maintained between the edge of sign and the front face of curb. For islands with restricted width the sign should not extend beyond the curb face.<br />
<br />
'''Option. '''Deviation from the standard lateral offset may be used if a signs effectiveness and visibility are maintained to account for variations in roadside features. For example, to avoid placing signposts in the flow line of a ditch, avoiding drainage structures, pull boxes or sidewalks.<br />
<br />
'''Option. '''Lesser lateral offsets may be used in business, commercial or residential areas where limited space is available to place signs due to limited right of way, sidewalks or other restrictions which keep the sign from being installed at the correct offset. In these cases, the edge of the sign may be placed up to, but not beyond the face of the curb making every effort to maximize the offset with the space available.<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.16|EPG 903.1.16]] for additional information on Lateral Offset.<br />
<br />
===903.16.4.3 Mounting Height===<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
<br />
====903.16.4.3.1 Mounting Height – U-Channel, Wood, Perforated Square Steel Tube (PSST), Pipe Posts and 4 in. Square Steel Posts ====<br />
<br />
'''Support. '''There are typically two mounting heights for signs on u-channel, wood, PSST, pipe posts and 4 in. square steel posts, 5 feet and 7 feet. Traditionally, the 5-foot mounting height has been applied to “rural” areas and the 7-foot mounting high applied to “urban” areas or within incorporated city limits. However, the term “urban” has more to do with the conditions the signs are being installed within and less about being located within an incorporated city limit. The purpose of the 7-foot mounting height is to provide clearance for passing bicycle and pedestrian traffic, making the sign more visible over parked vehicles along the roadway and permits improved sight distance to drivers permitting them to see below the sign. <br />
<br />
'''Standard. '''[https://www.modot.org/standard-plans-section-900 Standard Plans 903] shall be referenced for specific installation and mounting height details. The details in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] and EPG [[#903.16.4|903.16.4]] shall apply to all signs unless specifically stated otherwise for a specific sign or object marker elsewhere in the EPG.<br />
<br />
The minimum mounting height of a sign shall be measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. Minimum sign mounting heights shall be as follows:<br />
* Sign located in rural areas – 5 feet,<br />
* Sign located in urban areas – 7 feet,<br />
* Signs located on freeways and expressways – 7 feet.<br />
<br />
The length of post measured from the bottom of the sign to the ground shall also be a minimum of 5 feet. If the length of any post within a sign assembly measures less than 5 feet from the bottom of the sign to the ground, the minimum sign mounting height shall be increased to achieve the minimum 5-foot post length.<br />
<br />
'''Option. '''Signs may be installed at 5 feet within the boundaries of incorporated city limits if the all following conditions apply:<br />
* The sign is located outside of business, commercial or residential areas where there are no high densities of entrances and cross street intersections<br />
* There is no on street parking<br />
* There are no sidewalks with bicycle or pedestrian traffic<br />
<br />
If a secondary sign is mounted below the primary sign on the same signpost(s), the mounting height for the assembly, measured from the near edge of the pavement to the bottom of the secondary sign, may be 1 foot lower than the minimums listed above.<br />
<br />
'''Guidance. '''Signs located outside of incorporated city limits that are located in areas having characteristics of an urban area, such as around businesses, heavy residential areas, areas with on street parking and areas with sidewalks which support bicycle and pedestrian traffic, should be installed at 7 feet.<br />
<br />
'''Support. '''[[903.1 General (MUTCD Chapter 2A)#fig903-1-13-1|Figure 903.1.13.1]] illustrates typical examples of the mounting height requirements contained for signs installed on U-Channel, Wood, PSST and Pipe Posts.<br />
<br />
====903.16.4.3.2 Mounting Height – Wide Flange (I-Beam) Posts====<br />
<br />
'''Support. '''Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design. Proper mounting height is more critical for breakaway function on Wide Flange posts compared to all other posts due to the hinge component of this post design. As with the other post types, mounting heights for Wide Flange posts are listed as “nominal” as excessive mounting heights have the same negative effects for these installations as exists with the other post types. Wide Flange post mounting heights are greater than other posts, so in areas with back slopes it is recommended to seek out a flatter location in advance or downstream of the original installation to keep the sign as low as possible.<br />
<br />
Minimum mounting heights for Wide Flange post installations are not related to rural or urban classifications, but are directly related to how the breakaway system functions. [https://www.modot.org/standard-plans-section-900 Standard Plans 903] provides details on the nominal mounting heights on wide flange posts. Key details to focus on are:<br />
* No wide flange post can be shorter than 7’ 9” measured from the hinge to the top of the stub.<br />
* The hinge point is always below the lowest sign which is attached to the wide flange post.<br />
* Nominal mounting heights vary depending if there is one sign mounted on the posts or two.<br />
* For signs located in areas of back slopes, the minimum mounting height may have to be increased, or the sign installed in a different location, in order to achieve the minimum post length of 7ft. 9 in<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
<br />
===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
<div style="margin: auto; width:600px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
</div><br />
</div><br />
<br />
'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
<br />
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
<br />
'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
<br />
====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
<br />
U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
<br />
U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
<br />
'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
<br />
====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
<br />
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
<br />
'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
<br />
{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
<br />
Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
<br />
====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
<br />
Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
<br />
The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
<br />
The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
<br />
Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
<br />
{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
<br />
'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
<br />
====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
<br />
'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
<br />
====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
<br />
'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
<br />
Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
<br />
Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
<br />
Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
<br />
Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
<br />
'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
<br />
I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
<br />
I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
<br />
As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
<br />
Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
<br />
The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
<br />
'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
<br />
'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
<br />
Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
<br />
If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
<br />
===903.16.4.6 Backing Bars===<br />
<br />
'''Support.''' Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903.02].<br />
<br />
===903.16.4.7 Breakaway Assemblies===<br />
<br />
'''Standard. '''All signposts installed on right of way shall meet federal breakaway standards and MoDOT standards. Signposts not meeting current standards, but met the standards at the time of their installation, may remain in place until the end of their service life.<br />
<br />
Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
<br />
'''Support. '''4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. and 6 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and slice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require breakaway devices added in certain applications based on sign and number of posts used for an installation. The signpost selection tools will indicate when a breakaway is required for PSST posts. Pipe and Wide Flange posts have the breakaway devices integrated into the post design.<br />
<br />
===903.16.4.8 Sign Orientation===<br />
<br />
'''Support. '''The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
<br />
The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
<br />
'''Option. '''While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
<br />
===903.16.4.9 Sign Mountings===<br />
<br />
'''Support. '''Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
<br />
'''Standard. '''Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
<br />
Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
<br />
=={{SpanID|903.16.5}}903.16.5 Signing Plans==<br />
<br />
'''Standard. '''When signing is a separate project, the plans are assembled in the following order:<br />
<br />
# title sheet<br />
# quantity sheets for roadway items<br />
# sign location plan sheets<br />
# special sheets<br />
# traffic control plans<br />
# erosion control plan<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signing<br />
<br />
Typically, signing is included with the roadway plans. When this is the case, the plans are assembled together, including the quantity sheets. Separate quantity sheets shall not be generated for signing quantities. The signing plans shall be arranged in the following order:<br />
<br />
# sign location plan sheet<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signs<br />
# any miscellaneous special signing detail sheets.<br />
<br />
=={{SpanID|903.16.6}}903.16.6 Quantity Computations==<br />
<br />
'''Standard. '''Signs and posts will each be paid for individually. This includes emergency reference markers and object markers. Combined unit prices for sign and support combinations have been discontinued. All signs including stop signs, object markers, emergency reference markers and signal signs shall be totaled on [https://www.modot.org/media/16703 Form D-30] in four categories: Flat Sheet (FS), Flat Sheet Fluorescent (FSF), Structural (ST) and Structural Fluorescent. Structural signs’ width and height are designed to the nearest foot. Each standard, non-standard or special sign shall be calculated to the nearest 0.1 sq. ft., subtotaled to the nearest 0.1 sq. ft., and final pay total should be to the nearest 1.0 sq. ft.<br />
<br />
All post quantities shall be calculated and totaled on [https://www.modot.org/media/16702 Form D-29]. All post lengths shall be calculated in increments of 0.25 ft. including the length that extends into the concrete footing or ground as shown on the standard plans. All U-channel post lengths shall include the full length of both pieces when overlaps are required. The post length for wide flange and pipe posts shall be multiplied by the pounds per foot (lb/ft) factor, as shown in the standard plans; each sign's posts are subtotaled to the nearest pound; all sign posts are subtotaled; and the final pay totals are shown to the nearest 10 pounds. All U-channel, wood and perforated square steel tube post length quantities shall be totaled and rounded to the nearest foot. For perforated square steel tube posts, an additional pay item shall be included for the anchor sleeve which is paid for by the linear foot for each post used (and may also include a soil plate). See the Post and Anchor Data Table in [https://www.modot.org/media/16921 Standard Plan 903.03] to select the necessary anchor size. Omni-Directional anchors may be used for installation in weak or loose soil conditions.<br />
<br />
Concrete for sign support structures shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Concrete for overhead structure foundations shall be bolted down. Concrete for all post-mounted sign foundations shall be embedded. Bolted down and embedded quantities shall be calculated for each sign to the nearest 0.01 cubic yard, subtotaled to the nearest 0.01 cubic yard and a final pay total is shown to the nearest 0.1 cubic yard.<br />
<br />
Cantilever and butterfly tubular support trusses shall have standard pay items. Span tubular trusses shall require special pay items. Information in the description shall include span length, truss number and span design type. Structure pay items shall include costs for all labor and materials associated with the structure, from the bottom of the base plate up, on up, as a lump sum item. Each span structure shall have a separate pay item. Structure data shall be provided on [https://www.modot.org/media/16707 Form D-34].<br />
<br />
All box trusses shall require a special pay item for each truss. All pay item descriptions shall include span length and truss number. Truss pay items shall include costs for all labor and materials associated with the truss, from the bottom of the base plate up, as a lump sum item. Each box truss, regardless of type, shall have a separate pay item.<br />
<br />
See [https://www.modot.org/media/51221 Standard Plan 903.00] for payment of delineators. Delineators shall be paid for per each on [https://www.modot.org/media/16702 Form D-29], and include installation, bolts, post and sign.<br />
<br />
Perforated Square Steel Tube Post Breakaway assemblies shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Breakaway assemblies are incidental for pipe and structural steel posts.<br />
<br />
Backing bar lengths and weights shall be shown on [https://www.modot.org/media/16702 Form D-29], and are totaled with the pay item for structural steel posts. No weight deductions shall be made for punched or drilled holes. If no structural steel posts are used on a project, backing bar weights shall be added to pipe post weights.<br />
<br />
Signal Sign Mounting Hardware shall be paid for per each on Form D-37A separate from signal signs, which will be paid for by square feet. Signal Sign Hardware will include all mounting hardware necessary to install one sign on the mast arm.<br />
<br />
Special pay items shall not be included for items considered to be small amounts of work such as: strapping signs to lighting or signal posts or truss columns; covering inappropriate legends; "EXIT ONLY" panels on new signs; any symbol, arrow, shield or legend on new guide signs; hinge plates; aluminum wide flange posts for connecting service signs and exit number panels to structural guide signs; etc. No additional payment shall be made for hardware. Other than the above, it shall be left to the designer to decide which items require direct pay.<br />
<br />
'''Option. '''Special pay items for signing may be required. Some examples of special work include: modifying legends, relocating existing signs to new posts, temporary ground mounting guide signs, bridge mounted support brackets, truss painting, pedestal repair, etc. It is left to the designer to decide which items require special pay items.<br />
<br />
'''Support. '''Most jobs include the removal of existing signs and/or trusses. All removals are listed with other roadway Removal of Improvements. It is preferred to list the type of truss to be removed, number of pedestals, posts, footings and a rough estimate of sign area. Consult the District Traffic Engineer or District Constructions and Materials Engineer about which removals to salvage and where the contractor should deliver the salvaged materials. Items to be salvaged and delivery of these items are mentioned in the job special provisions and this work is paid for under Removal of Improvements.</div>Hoskirhttps://epg.modot.org/index.php?title=903.16_Design_Aspects_of_MoDOT_Signing&diff=58576903.16 Design Aspects of MoDOT Signing2026-05-06T13:20:20Z<p>Hoskir: /* 903.16.4.5 Secondary Sign Supports – Post Extensions */ updated per RR4184</p>
<hr />
<div>[[Category:903 Highway Signing (MUTCD Part 2)|903.16]]<br />
=={{SpanID|903.16.1}}903.16.1 Scope of Signs and Signing==<br />
<div style="float: right; margin-top: 5px; margin-left: 15px; width:340px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
'''<u><center>Forms</center></u>'''<br />
* [https://epg.modot.org/forms/general_files/TS/Signpost_Selection_Guide.xlsm Signpost Selection Guide]<br />
* [[Media:903.2aPrintableSignpostSelectionGuide_2022.xls|Printable Signpost Selection Guide for use in the field]]<br />
</div><br />
<br />
'''Standard. '''The extent of signing by contract on any project is determined early in the project scope. Structural guide signs and supports (overhead or post-mounted) are paid for by contract, regardless of the type of facility. Sheet signs and supports are supplied by contract for all route classifications and project conditions. Unless otherwise agreed to among departments or divisions, the following are general guidelines for the extent of contract signing.<br />
<br />
'''Guidance. '''Regulatory and warning signs should be used conservatively because these signs tend to lose effectiveness if they are used to excess. If used, route signs and directional signs should be used frequently because they promote reasonably safe and efficient operations by keeping road users informed of their location.<br />
<br />
'''Support. '''When preparing signing plans, consistency and coordination with existing signing is critical. This does not mean poor signing should be replaced in kind for the sake of consistency. Consistent application of legend styles, abbreviations, control cities, wording, and arrow placement are important for proper driver guidance and expectancy. This is accomplished by routinely applying standards. Signing is basically for the first-time driver, not repeat traffic. An example of poor signing would be having two advance guide signs for the same exit listing different control cities. Another example would be using local cities for general guidance instead of standard control cities. It is important to have consistent signing throughout the state of Missouri.<br />
<br />
Guide sign standards in [[903.4 Guide Signs—Conventional Roads (MUTCD Chapter 2D)|EPG 903.4]], [[903.5 Guide Signs - Freeways and Expressways (MUTCD Chapter 2E)|903.5]], and as shown on the standard plans are used whenever possible. Conditions that require deviation from these standards are held to a minimum and justified. Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards may require approval as outlined in [[131.1 Design Exception Process|EPG 131.1]].<br />
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=={{SpanID|903.16.2}}903.16.2 Plan Development Procedure==<br />
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'''Standard. '''The preparation of signing plans requires the cooperation and coordination between the district and Central Office.<br />
<br />
When using preexisting structures to accommodate larger new signs, consideration shall be given to the dimensions and load capacity of the existing structure. The larger signs shall properly fit on the existing structure and not exceed the structure’s design capacity.<br />
<br />
When the need arises to modify the legend of a sign not built to current standards, the entire sign shall be replaced.<br />
<br />
'''Guidance. '''[https://modotgov.sharepoint.com/sites/br Bridge Division] should be consulted for mounting signs directly on bridges and other structures.<br />
<br />
Sign visibility from a distance is critical. Sign locations should be coordinated with other design features that include, but are not limited to bridges, highway lighting, traffic signals, drainage structures, overhead utilities, underground utilities and horizontal and vertical alignments that decrease sign visibility.<br />
<br />
The district should prepare proposed sign locations and review the plans for standards and quality control.<br />
<br />
When the sign is mounted on a truss, all signs on the truss not built to current standards should be replaced after considering the age, future conditions and detail of the sign.<br />
<br />
It is recommended that all non-standard signs be identified, with justification for the non-standard designs.<br />
<br />
For preliminary discussions, only the sign location plan showing existing and proposed signing is recommended. Sign details, cross-sections, tabulation sheets, computer generated sign designs or other detailed information should not be completed at this time. Once the preliminary location plan is agreed on, the district is to prepare [https://www.modot.org/media/16702 D-29] and [https://www.modot.org/media/16703 D-30], truss data sheets and template cross-sections for trusses and post-mounted signs. Truss cross-sections should not be drawn on the same sheets as ground mounted sign cross-sections. The districts, or consultants, are responsible for accuracy of the preliminary and final detail design.<br />
<br />
The district finalizes the plans and is to submit them to Design with the roadway plans, or as a separate project if so programmed. Typical signing location plans for interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]]. Design Division is available for consultation during any part of the plan preparation process.<br />
<br />
All non-standard and special signs are detailed by Central Office Highway Safety and Traffic and the district, or consultant, is responsible for incorporating the signs in [https://www.modot.org/media/16704 Form D-31]. A [https://epg.modot.org/forms/general_files/DE/RW-LPA/D-28.doc Sign Design Order Form (Design Form D-28)] should be completed for all non-standard and special signs and sent to the signing section of Central Office Highway Safety and Traffic, allowing 30 working days for the review and design to be completed. Each sign should be identified as an overhead or post-mounted sign. Traffic should be provided with a date the sign designs need to be returned for review. The return date needs to allow enough time to design and quantify the trusses, bases and posts.<br />
<br />
'''Option. '''Central Office Design or Highway Safety and Traffic Division may provide comments on the preliminary layout at the district's request. It is suggested that districts form review teams from various departments to review plans at the preliminary layout stage, and at final design. After the district reviews plans, Design Division may be consulted for review at the district's discretion.<br />
<br />
Two or more segments of alignment may be shown on one sheet. For ease of design, review and construction, sign locations for interchanges are completely shown on one sheet.<br />
<br />
In complex areas where many signs exist and will be replaced, proposed signing and existing signing may be shown separately on different plan sheets to avoid clutter and plan confusion; however, combined is preferred, if possible.<br />
<br />
'''Support. '''[[#fig903.16.2.1|Figure 903.16.2.1]] and [[#fig903.16.2.2|903.16.2.2]] show the steps taken from early plan development to final design.<br />
<br />
{| style="margin: 1em auto 1em auto"<br />
|-<br />
| {{SpanID|fig903.16.2.1}}[[image:903.2.10.1a.jpg|center|thumb|800px|'''Figure 903.16.2.1''' Existing and Preliminary Signing Plans Flowcharts]]<br />
|-<br />
| {{SpanID|fig903.16.2.2}}[[image:903.2.10.2a.jpg|center|thumb|800px|'''Figure 903.16.2.2''' Final Signing Plans Flowchart]]<br />
|}<br />
<br />
Location plans show the proposed pavement geometrics, the sign location, sign number, station, width and height, sign code (if applicable) and special or standard legend. Sign sizes are shown as width x height, in feet and/or inches for sheet signs, and in feet only for structural signs. Tabulated removals and general information are shown for existing signs. The standard sign code (e.g. R5-1a, W10-1, etc.) is shown for signs found in the SMS Sign Catalog.<br />
<br />
Signs are numbered in a logical order. Existing signs that are removed or remain in place are not numbered. Multiple signs on a single mount are further indicated with lower-case letters (e.g. 45(a), 45(b), 45(c)). If signs are added or deleted at a later date, renumbering all signs is not required. If signs are added, signs may be numbered 43, 43A, 43B, etc., or the next highest sign number may be used. If signs are deleted, a general note listing voided signs is provided.<br />
<br />
Existing signs are shown with dashed lines and are listed as a removal item where appropriate. Existing signs to be relocated to new posts and new signs on existing posts are numbered and noted as such. Existing signs in poor condition should be replaced.<br />
<br />
When replacing signs for many miles of roadway to be let in sections, it is desirable to generate an overall sign location plan to coordinate guide sign placement through numerous projects. For this situation it is not necessary to show signs other than guide signs. It is recommended to show the limits of each project on this location plan. Signs are identified as truss, bridge- or post-mounted or as strapped to a signal post or column. If applicable, truss type (cantilever, span and butterfly) and location are shown. Whether the truss is box or tubular does not need to be noted on preliminary location plan, but is shown on the final plan. A standard legend identifying symbols is used to alleviate crowding on plans. Typical location plans at interchanges are shown in [[903.15 Typical Signing Applications|EPG 903.15]].<br />
<br />
When staged projects are scheduled in unison or closely together, complete signs are provided with the inappropriate legend covered until needed. Legends to be covered are noted on the plans, and the engineer is to approve the covering method. No direct pay is made for covering legends. When structural signs should be erected with only part of the legend in place at the initial time of construction, the sign and legend are shown on the plans with solid lines, and the legend to be placed at a later date is shown with dashed lines. A note is included indicating the dashed legend will be provided by future construction. The omitted legend is included in the roadway contract, which completes the sign.<br />
<br />
When the legend of an existing sign built to current standards is modified, the existing sign and legend are shown with dashed lines and the legend to be added is shown with solid lines. Sufficient information is provided to show series, type, size and spacing of new legend on the sign detail sheet.<br />
<br />
The district prepares tabulation sheets on Forms [https://www.modot.org/media/16702 D-29] (Sign Posts, Footings, Delineators and Mileposts), [https://www.modot.org/media/16703 D-30] (Signs) and Data Sheets [https://www.modot.org/media/16705 D-32], [https://www.modot.org/media/16706 D-33] and [https://www.modot.org/media/16707 D-34]. These forms are available as MicroStation seed files.<br />
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On [https://www.modot.org/media/16702 Form D-29], all signs are listed in order according to sign number. This form includes truss footing and pedestal concrete quantities.<br />
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On [https://www.modot.org/media/16703 Form D-30], all standard signs are totaled on the left-hand side of the sheet. The right-hand side is used to list special signs and provides an overall summary of all sign types.<br />
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Truss data sheet forms are completed for all trusses. [https://www.modot.org/media/16705 Form D-32] is used for cantilever and butterfly box trusses. [https://www.modot.org/media/16706 Form D-33] is used for span and span-cantilever box trusses. [https://www.modot.org/media/16707 Form D-34] is the truss data sheet used for all tubular sign supports.<br />
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Design variances require district justification at the preliminary sign location stage. Signing variances are also noted in the plans. Some deviations from design standards require approval.<br />
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Overhead sign support structure foundations are not placed in gore areas or other areas with high exposure to traffic. See [[903.17 Overhead Sign Mounting #903.17|EPG 903.17]] for additional overhead sign support structure information.<br />
<br />
=={{SpanID|903.16.3}}903.16.3 Types of Fabricated Signs==<br />
<br />
'''Support.''' There are two types of sign substrate materials used by MoDOT - extruded aluminum panels and flat sheet aluminum. From these materials there are four types of signs fabricated - structural (ST) and structural fluorescent (STF), which are made from extruded aluminum panels, as well as flat sheet (SH) and flat sheet fluorescent (SHF).<br />
<br />
Flat sheet signs are made from single pieces of flat sheet aluminum, usually one-piece units, with the thickness of the aluminum sheet varying based on the size of the sign, and have several available thicknesses as indicated in the standard plans.<br />
<br />
Structural signs are fabricated using extruded aluminum panels. This sign fabrication method is used for signs 6 ft. wide or wider, and signs 30 sq. ft. in area and larger due to the structural strength of the extruded panels. Extruded panels are composed of 1-ft. tall "E" shaped aluminum substrate, assembled to a desired height and cut to a uniform width for each sign. These panels are bolted together to form the larger “sign blank” substrate needed for structural signs. 6-in. tall “C” shaped panels are also used in limited applications where the sign’s vertical dimension has a 6-in. increment, such as exit number plaques on guide signs. <br />
<br />
There are two types of retroreflective sheeting used by MoDOT:<br />
* MoDOT Type IV High Intensity Prismatic - this sheeting is used for the background for all signs, except orange work zone, yellow warning and yellow-green school signs. <br />
* MoDOT Type IX or XI Prismatic - this sheeting is used for all direct applied legends used on guide signs. It is also used for the background sheeting for orange work zone, yellow warning, and yellow-green school signs as MoDOT uses the fluorescent versions of these colors that are only available in this sheeting type.<br />
<br />
See [https://www.modot.org/standard-plans-section-900 MoDOT Standard Plans 903.02] for details on sign substrate and retroreflective sheeting.<br />
<br />
=={{SpanID|903.16.4}}903.16.4 Ground Mounted Sign Supports==<br />
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===903.16.4.1 Ground Mounted Sign Installation===<br />
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'''Guidance. '''Signs should be ground-mounted whenever possible unless mounting overhead is justified or required.<br />
<br />
'''Standard. '''If signs are placed on existing supports, they shall meet other placement criteria contained in this article.<br />
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Utility and light poles shall not be used to mount signs as they are either not the property and maintenance responsibility of MoDOT or are not designed to carry the additional wind loading a sign adds to the structure.<br />
<br />
'''Option. '''In areas with space restrictions, available sign truss columns, signal poles, bridge columns, or other significant MoDOT structures, excluding roadway lighting structures, may be used to mount flat sheet aluminum signs.<br />
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===903.16.4.2 Lateral Offset===<br />
<br />
'''Guidance. '''The provisions below should be applied unless specifically stated otherwise in the EPG for a particular sign or object marker. See [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-1|Figures 903.1.13.1]] and [[903.1 General (MUTCD Chapter 2A) #fig903-1-13-2|903.1.13.2]] which illustrate typical examples of the lateral offset requirements contained in this portion of the article.<br />
<br />
Maximum offset will depend on roadway geometrics, profiles, and cross-sections, which all affect the visibility of the sign. Signs are generally to be placed no more than 15 ft. from the edge of shoulder.<br />
<br />
Ground-mounted signs placed in a gore only requires a minimum of 2 ft. lateral offset from edges of shoulder, face of barrier walls or guard rail.<br />
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For divisional and channelizing islands, a 2 ft. lateral offset should be maintained between the edge of sign and the front face of curb. For islands with restricted width the sign should not extend beyond the curb face.<br />
<br />
'''Option. '''Deviation from the standard lateral offset may be used if a signs effectiveness and visibility are maintained to account for variations in roadside features. For example, to avoid placing signposts in the flow line of a ditch, avoiding drainage structures, pull boxes or sidewalks.<br />
<br />
'''Option. '''Lesser lateral offsets may be used in business, commercial or residential areas where limited space is available to place signs due to limited right of way, sidewalks or other restrictions which keep the sign from being installed at the correct offset. In these cases, the edge of the sign may be placed up to, but not beyond the face of the curb making every effort to maximize the offset with the space available.<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.16|EPG 903.1.16]] for additional information on Lateral Offset.<br />
<br />
===903.16.4.3 Mounting Height===<br />
<br />
'''Support.''' See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
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====903.16.4.3.1 Mounting Height – U-Channel, Wood, Perforated Square Steel Tube (PSST), Pipe Posts and 4 in. Square Steel Posts ====<br />
<br />
'''Support. '''There are typically two mounting heights for signs on u-channel, wood, PSST, pipe posts and 4 in. square steel posts, 5 feet and 7 feet. Traditionally, the 5-foot mounting height has been applied to “rural” areas and the 7-foot mounting high applied to “urban” areas or within incorporated city limits. However, the term “urban” has more to do with the conditions the signs are being installed within and less about being located within an incorporated city limit. The purpose of the 7-foot mounting height is to provide clearance for passing bicycle and pedestrian traffic, making the sign more visible over parked vehicles along the roadway and permits improved sight distance to drivers permitting them to see below the sign. <br />
<br />
'''Standard. '''[https://www.modot.org/standard-plans-section-900 Standard Plans 903] shall be referenced for specific installation and mounting height details. The details in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] and EPG [[#903.16.4|903.16.4]] shall apply to all signs unless specifically stated otherwise for a specific sign or object marker elsewhere in the EPG.<br />
<br />
The minimum mounting height of a sign shall be measured vertically from the bottom of the sign to the elevation of the near edge of the pavement. Minimum sign mounting heights shall be as follows:<br />
* Sign located in rural areas – 5 feet,<br />
* Sign located in urban areas – 7 feet,<br />
* Signs located on freeways and expressways – 7 feet.<br />
<br />
The length of post measured from the bottom of the sign to the ground shall also be a minimum of 5 feet. If the length of any post within a sign assembly measures less than 5 feet from the bottom of the sign to the ground, the minimum sign mounting height shall be increased to achieve the minimum 5-foot post length.<br />
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'''Option. '''Signs may be installed at 5 feet within the boundaries of incorporated city limits if the all following conditions apply:<br />
* The sign is located outside of business, commercial or residential areas where there are no high densities of entrances and cross street intersections<br />
* There is no on street parking<br />
* There are no sidewalks with bicycle or pedestrian traffic<br />
<br />
If a secondary sign is mounted below the primary sign on the same signpost(s), the mounting height for the assembly, measured from the near edge of the pavement to the bottom of the secondary sign, may be 1 foot lower than the minimums listed above.<br />
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'''Guidance. '''Signs located outside of incorporated city limits that are located in areas having characteristics of an urban area, such as around businesses, heavy residential areas, areas with on street parking and areas with sidewalks which support bicycle and pedestrian traffic, should be installed at 7 feet.<br />
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'''Support. '''[[903.1 General (MUTCD Chapter 2A)#fig903-1-13-1|Figure 903.1.13.1]] illustrates typical examples of the mounting height requirements contained for signs installed on U-Channel, Wood, PSST and Pipe Posts.<br />
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====903.16.4.3.2 Mounting Height – Wide Flange (I-Beam) Posts====<br />
<br />
'''Support. '''Installing signs at the proper mounting height is critical not only for the sign to be seen and function, but also to the functionality of the breakaway design. Proper mounting height is more critical for breakaway function on Wide Flange posts compared to all other posts due to the hinge component of this post design. As with the other post types, mounting heights for Wide Flange posts are listed as “nominal” as excessive mounting heights have the same negative effects for these installations as exists with the other post types. Wide Flange post mounting heights are greater than other posts, so in areas with back slopes it is recommended to seek out a flatter location in advance or downstream of the original installation to keep the sign as low as possible.<br />
<br />
Minimum mounting heights for Wide Flange post installations are not related to rural or urban classifications, but are directly related to how the breakaway system functions. [https://www.modot.org/standard-plans-section-900 Standard Plans 903] provides details on the nominal mounting heights on wide flange posts. Key details to focus on are:<br />
* No wide flange post can be shorter than 7’ 9” measured from the hinge to the top of the stub.<br />
* The hinge point is always below the lowest sign which is attached to the wide flange post.<br />
* Nominal mounting heights vary depending if there is one sign mounted on the posts or two.<br />
* For signs located in areas of back slopes, the minimum mounting height may have to be increased, or the sign installed in a different location, in order to achieve the minimum post length of 7ft. 9 in<br />
<br />
'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.15|EPG 903.1.15]] for additional information on Mounting Height.<br />
<br />
===903.16.4.4 Ground-Mounted Sign Support Selection===<br />
<div style="margin: auto; width:100%; font-size: 95%; background-color: #a2a9b1;"><br />
<div style="margin: auto; width:600px; font-size: 95%; background-color: #f8f9fa; padding: 0.3em; border: 1px solid #a2a9b1; text-align:left;"><br />
{|<br />
|+ colspan="2" | '''<u><center>Signpost Selection Tables</center></u>'''<br />
|- <br />
| style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/PSST_Signpost_Selection_Table.pdf PSST Post Selection Tables] || style="width:300px;" | ● [https://epg.modot.org/forms/general_files/TS/4-inch_Square_Steel_Tube_Signpost_Selection_Table.pdf 4" Square Steel Tube Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/Pipe_Signpost_Selection_Table.pdf Pipe Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/U-Channel_Signpost_Selection_Table.pdf U-Channel Post Selection Tables]<br />
|-<br />
| ● [https://epg.modot.org/forms/general_files/TS/I-Beam_Signpost_Selection_Tables.pdf I-Beam Post Selection Tables] || ● [https://epg.modot.org/forms/general_files/TS/Wood_Signpost_Selection_Table.pdf Wood Signpost Selection Tables]<br />
|-<br />
| colspan="2" | ● [https://epg.modot.org/forms/general_files/TS/Non-Rectangular_Sign_and_Sign_Assembly_QR_Tables-PSSTandPipePosts Non-Rectangular Sign and Sign Assembly Quick Reference Tables - PSST and Pipe Posts] <br />
|}<br />
</div><br />
</div><br />
<br />
'''Support.''' The majority of MoDOT signs are installed and supported on one of 5 types of ground-mounted sign supports or signposts. The selection of signpost is based on many factors, but primarily on the size of sign being installed and the type of roadway the sign is being installed along. There is some overlap in signpost applications; more than one signpost may be applicable to a given installation. The final selection of the post type is based on the attributes needed for a support as discussed in each classification of signpost below.<br />
<br />
The number of posts needed to support a sign is primarily based on the width of a sign. Typically, signs 48 inches wide and wider are installed on two posts. This requirement is based on two factors, the capacity of the post and the long-term stability of the assembly. A wide sign installed on one post will place a torsional force onto a post and in windy conditions can result in an assembly not staying plumb and, in some cases, an actual failure of the post itself.<br />
<br />
'''Standard.''' The selection of the proper size of signpost shall be based on the Signpost Selection Tables listed above. These tables will specify if a post type has the capability to support the sign in question and then specify what size post is required based on the requirements of the installation. Before the correct size I-Beam post can be selected, the length of the longest post must first be determined. To determine this, the offset and mounting height must first be determined.<br />
<br />
====903.16.4.4.1 U-Channel Posts====<br />
'''Support.''' MoDOT utilizes two primary sizes of U-Channel Posts, a 3 lb/ft high carbon, rerolled rail steel post for sign installations and a low carbon steel 1 lb/ft post for roadside delineation.<br />
<br />
U-channel posts can be used to support MoDOT’s small signs, such as no parking signs, object markers and chevrons on two lane roadways. U-channel posts are typically not suited to support larger permanent signs as they have limited torsional rigidity and have less ability to hold a larger sign steady in windy conditions. These are typically the most economical posts to use to support smaller signs and given these types of signs tend to be installed closer to the roadway their ability to yield more easily to impacts means they pose less of a damage risk to vehicles. U-channel posts are typically installed by driving the post into the ground without a stub or anchor, however, there is a stub / post installation option available which is detailed in the standard plans.<br />
<br />
U-Channel posts are considered breakaway with no additional breakaway devices needing to be added. While there are breakaway devices available for U-channel posts, MoDOT’s use of this type of post for smaller signs typically doesn’t justify their use. A U-channel post’s breakaway is typically a yielding function, meaning as a vehicle impacts the assembly, the post yields and lies down in front of the vehicle so it can pass over the assembly.<br />
<br />
'''Standard.''' U-channel posts shall be installed in accordance with the details found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. Signpost selection tables shall be used to determine sign sizes U-channel posts can support and the number of posts needed.<br />
<br />
====903.16.4.4.2 Wood Posts====<br />
'''Support.''' MoDOT’s specifications permit two sizes of wood posts to be used: 4 in. x 4 in. or 4 in. x 6 in. MoDOT’s wood posts are pressure treated to promote longer life and resist rot and insect damage. Wood posts were once MoDOT’s primary post to support signs on two lane roadways; however, due to issues with material stability PSST posts have become MoDOT’s standard post. Wood post installations are only an option for MoDOT operations, they are no longer an option for contractor installed signs.<br />
<br />
When used, wood posts are capable of supporting most sign assemblies on two lane roadways, from route marker assemblies, speed limit signs, warning signs and distance and destination signs. The use of a high-quality wood post and proper installation is the key to a successful installation.<br />
<br />
'''Guidance.''' The continued use of wood posts should take into consideration the special characteristics listed in [[#903.16.4|EPG 903.16.4]].<br />
<br />
Proper installation is also critical for the stability of the sign assembly. The wood post should be placed a minimum of 36 inches into the ground, deeper for larger signs or in areas where the soil is weak or sandy, to keep the signpost plumb. When backfilling the hole, material should be added in lifts, or levels, in order to properly compact the backfill. Loose or fine materials, such as sand, sandy soil or dry concrete mix typically will not provide a long-term solid backfill and can result in the post falling out of plumb over time.<br />
<br />
MoDOT’s specifications should be followed when purchasing wood signposts. These specifications address a posts load capacity, breakaway attributes and the compatibility between the pressure treatment chemicals and our aluminum signs and sign hardware.<br />
<br />
'''Option.''' While the soil originally removed from the hole can be used to back fill around the post other alternatives may be used, such as smaller quarry rock with the crushing fines mixed in, concreted mix or expanding polyurethane foam.<br />
<br />
'''Support.''' Wood posts are considered breakaway without an add-on breakaway device; however, some sizes of post do need special preparation. 4 in. x 4 in. wood post are considered breakaway without any special modifications; however, 4 in. x 6 in. posts must be cross drilled at the base to weaken them so they will break away. The size of the holes and where they are drilled is critical to these posts meeting breakaway requirements. See figure [[#fig903.16.4.4|903.16.4.4]] for details for cross drilling wood posts. It is important to note these breakaway holes are drilled in the sides of the post, not in the front of the post where the sign is mounted.<br />
<br />
'''Standard.''' When wood posts are used, the proper size and number of posts shall be determined by using the post selection tables.<br />
<br />
{{SpanID|fig903.16.4.4}}<br />
[[image:903.16.4.4.png|thumb|center|700px|'''Figure 903.16.4.4''' Details for Wood Posts Requiring Breakaway Design]]<br />
<br />
'''History.''' One of the earliest issues experienced with wood posts is their tendency to warp and twist, both before and after installation. Keeping a sign plumb and appropriately oriented to the roadway is critical to maintain the sign’s legibility and nighttime retroreflectivity performance. This aspect of wood posts resulted in significant waste of inventory when the posts warped and twisted before being used and increased workload on signing crews who had to correct warped and twisted posts after installations. Another concern with the use of wood posts was the installation required a hole to be dug, the posts set and property back filled so the sign would remain upright. If soil conditions prohibited a hole being dug deep enough or the back fill not capable for being compacted sufficiently the assembly would fall out of plumb. Along with these installation aspects, a wood post sign assembly can be very heavy, especially when the pressure treated wood is still wet with the pressure treating fluids and this can result in the need for additional people to set the post and/or increased risk of injury setting the post by hand.<br />
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Towards the end of MoDOT’s reliance on wood posts a new issue was identified relating to the more environmentally friendly treatment process called ACQ (Ammoniacal Copper Quaternary). ACQ replaced CCA (Chromated Copper Arsenate) for residential applications as CCA had chemical component which were not recommended for routine contact with skin. However, unlike CCA, ACQ (especially early versions) turned out to be very corrosive to metals, especially to aluminum. This corrosive nature requires special fasteners to resist this corrosive effect. Early applications of ACQ in other states realized serious sign corrosion to the point the sign would fall off the post in a matter of a few years. While it appears this has improved, special fasteners with special protective coatings are still recommended for use with ACQ posts. As a result, ACQ posts do not meet MoDOT’s specifications and should not be used to support signs. CCA treated posts are still MoDOT’s standard for wood posts, however, it is not commonly available at local home improvement centers and at many lumber yards. Due to MoDOT’s limited use of this product contract purchasing typically is not economical or possible.<br />
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====903.16.4.4.3 Perforated Square Steel Tube Posts (PSST)====<br />
'''Support.''' MoDOT utilizes two sizes of PSST posts, 2 in. and 2.5 in., both being made from 12-gauge steel. PSST became MoDOT’s standard post for most sign installation applications on two lane roadways in the early 2000’s, replacing wood posts. PSST usage has since expanded to some applications on freeways and expressways.<br />
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Unlike U-channel or Wood posts, PSST utilizes a ground anchor, or footing, within which the post is then placed. MoDOT has several options in its specifications with respect to ground anchor/foundation systems, the use of each option is heavily based on the soil condition.<br />
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The anchor/footing types for PSST are:<br />
* Direct Drive Anchor - this is the anchor that is driven directly into the soil without drilling a foundation hole. It is a 7-gauge anchor with 4 soil stabilization plates added to the anchor to increase soil surface area to help keep signs plumb in weaker soils and/or in windy areas. This is the standard anchor used for PSST signs installed on conventional two-lane roadways.<br />
* Concrete Anchor - This is an anchor used in concrete footings, a 7-gauge anchor with no soil stabilization plates added. <br />
* Concrete Footings - Concrete footings provide a more secure foundation to support PSST signposts. Concrete footings keep PSST sign installations straighter for longer due to the mass of the concrete and increased contact areas between the concrete and the soil, especially for the large signs used on freeway and expressway routes. Contractors must install PSST with concrete footings on all routes other than conventional two-lane roadways. Concrete footings can be used on conventional two-lane roadways if the direct drive anchor is insufficient for the location. <br />
* Polyurethane Foam Footings - This is an alternate to a concrete footing for PSST post installations, but only for MoDOT operations. The advantage of the foam footing is it allows the footing and the sign to be installed in one trip compared to concrete, which requires a second trip to allow the concrete to cure. The installation requirements for an expanding foam footing are the same as a concrete footing except for the diameter of the footing is smaller. It is important to make sure the expanding foam used meets MoDOT specifications as not all foam products are acceptable to support a breakaway sign. The disadvantage to polyurethane foam footings is they must be replaced after the signpost is hit as the foam compresses and will no longer support the signpost properly. <br />
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The connection between the PSST posts and the 7-gauge anchor is accomplished using two shoulder bolts, one bolt installed through each side of the anchor. Traditional PSST corner bolts cannot be used to connect a 12 gauge PSST to a 7 gauge anchor. The 12-gauge post does not nest tightly into a 7-gauge so corner bolts will not make a tight connection. The shoulder of the shoulder bolt passes through the holes in the 7-gauge anchor, but not through the holes in the post. These shoulders push and lock the post in two directions inside the anchor making a solid connection.<br />
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Add-on breakaway devices - when breakaways are required/used, the manufacture’s recommendations and hardware (if supplied) need to be used to connect the anchor, breakaway and post together. Breakaway devices are only required when installing a sign on two 2.5” PSST posts. When surface mounting PSST to a concrete island, a surface mount breakaway devise must be used. <br />
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{{SpanID|tab903.16.4.4.3}}<br />
{| class="wikitable" style="text-align: center; margin:auto"<br />
! colspan="6" | POST AND ANCHOR DATA TABLE<br />
|-<br />
| COLSPAN="2" | POST<br />
| COLSPAN="2" | ANCHOR<br />
| COLSPAN="2" | BREAKAWAY REQUIRED<br />
|-<br />
| GAUGE<br />
| SIZE<br />
| GAUGE<br />
| DIMENSIONS<br />
| 1 POST<br />
| 2 POST<br />
|-<br />
| 12<br />
| 2" x 2"<br />
| 7<br />
| 2.5" x 2.5" x 36"<br />
| NO<br />
| NO<br />
|-<br />
| 12<br />
| 2.5" x 2.5"<br />
| 7<br />
| 3" x 3" x36"<br />
| NO<br />
| YES<br />
|-<br />
|}<br />
<br />
'''Standard.''' When PSST posts are used, they shall be either 2 in. or 2.5 in. 12-gauge posts. The size and number of posts, as well as the requirement for add-on breakaway devices, shall be determined using the post selection tables. PSST posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903]. '''PSST posts installed on any route other than a conventional two-lane road, shall be installed using concrete footings.'''<br />
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====903.16.4.4.4 4-Inch Square Steel Tube Posts====<br />
'''Support.''' MoDOT uses these posts for very specific applications. These applications include large flat sheet signs ranging in size from 48’ x 60” to 48” by 96”, exit gore signs, large keep right signs where divided roadways transition to undivided roadways and community wayfinding signs. These posts were the first MASH tested and approved signposts and they have a greater capacity to support these larger signs on a single post compared to other MoDOT signposts.<br />
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'''Standard.''' When 4-Inch Square Steel Tube Posts are used, only those post designs and manufactures listed on the MoDOT Traffic Approved Products list shall be used. Only the signs listed previously shall only be installed on the 4-Inch Square Steel Tube post and shall only be installed as a single-post installation. The posts shall be assembled, and signs mounted, using the vendor specific hardware following the manufacture’s recommendations and in accordance with [https://www.modot.org/standard-plans-section-900 MoDOT standard plans 903.03].<br />
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====903.16.4.4.5 Pipe Posts====<br />
'''History.''' In 2022, a pipe post capacity evaluation was conducted that resulted in a change to the pipe post load capacity and pipe post inventory. Historically it was believed that pipe posts could support a sign size of up to 30 sq. ft. but the evaluation determined pipe posts could support a sign of up to 58.5 sq. ft. The evaluation also determined that the 3 sizes of pipe post being utilized were redundant. MoDOT historically used 2 ½ in., 3 in., and 4 in. pipe posts, however, the evaluation determined that the sign capacity of a post is determined by the breakaway assembly. The 2 ½ in. and 3 in. pipe posts used the same breakaway design and therefore the 3 in. pipe posts did not have any additional capacity over the 2 ½ in. post. As a result, the 3 in. post is redundant and was discontinued. This decision allows for a simplified inventory and eliminates confusion on pipe size. Maintenance can continue to utilize 3 in. pipe posts until the inventory is depleted but shall not order new 3 in. pipe posts. All existing 3 in. pipe posts shall be treated as 2 ½ in. posts for purposes of choosing posts using the post selection tables. 2 ½ in. pipe posts can be installed on existing 3 in. stubs.<br />
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'''Support.''' MoDOT utilizes two sizes of pipe post, 2 ½ in. and 4 in. An important fact to understand is pipe post sizes are based on the inside diameter (I.D.) of the pipe post and not the outside diameter, this is the industry standard for pipe measurement. This is critical in selecting the correct pipe from inventory as well as charging out the correct post to keep your inventory levels correct.<br />
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Pipe posts have a similar sign capacity as PSST, even though they would appear to be able to carry a larger sign load due to size and thickness of the steel pipe. While the post themselves are far stronger than PSST, it is the breakaway of the pipe post which controls the sign load capacity of the post. The heavy-duty construction of a pipe post is not specifically related to sign load capacity but is more directly related to the durability of the post. Unlike PSST, which must be replaced after each vehicular impact, pipe posts are constructed with much thicker steel so the signpost can be impacted by a vehicle without being damaged and reinstalled for continued use. There are many pipe posts on our right of way that have been there for two or three generations of signs and are still functional so while they are heavier and more expensive initially, they are a long-term investment and are far more durable.<br />
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Pipe posts are used for single and double signpost assemblies to support signs up to 58.5 sq.ft. These posts are typically used on freeways and expressways where signs are larger, wind speeds can be higher due to more open right of way and the sign may see larger snow load impact from plows pushing more snow from across multiple lanes to the right side of the roadway.<br />
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Pipe posts are also the preferred post to support large route assemblies, especially on freeways and expressways. In the past, I-Beam posts were once used to support these assemblies (and many remain in place) as the design of the post was well suited to attaching a series of backing bars needed to support the assemblies. However, the multi-direction breakaway and high resistance to torsional or twisting forces makes pipe posts the preferred post over the I-Beam design.<br />
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Pipe posts are designed and fabricated with the breakaway device as part of the post / stub combination; as long as the post and stub breakaway is assembled correctly the post is capable of being impacted from any direction. Details for the assembly of this post system are found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], special attention must be paid to the placement of three breakaway bolts, the required and proper placement of all washers within the breakaway and most critically to the proper tightening and torque of the breakaway bolts.<br />
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'''Standard.''' When Pipe posts are used, they shall be either 2.5 in. or 4 in. in size. The size and number of posts shall be determined using the post selection tables. Pipe posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
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====903.16.4.4.6 I-Beam Posts====<br />
'''Support.''' MoDOT uses 6 sizes of I-Beam posts, commonly referred to as Design #1, #2, #3, #4, #5 and #6, increasing in size and capacity respectively. I-Beam posts are typically used to support signs 59 sq. ft. and larger and are MoDOT’s highest capacity ground-mount sign support. As with Pipe Posts, I-Beam posts are designed to be a more durable post intended to last multiple generations of signs and designed to be able to be impacted by vehicle and then reassembled and reused.<br />
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I-Beam posts are designed and used to support large structural signs, signs made using extruded aluminum panels instead of flat sheet aluminum. The cross section of an I-Beam post permits structure signs to be easily attached to the post using post clips or “dog clamps” instead of using traditional sign bolts. These posts are traditionally used on freeways and expressways only; however, there may be special applications where they may be used on two lane roadways if the size of the sign is too large for other post options.<br />
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I-Beam posts were once the standard to support large route assemblies on freeways and expressways, however, over time two weaknesses were identified that changed this direction, making Pipe posts the better option. The two weaknesses of I-Beam posts used to support route assemblies are:<br />
* Safety - Route assemblies are installed in and around intersections and in these locations they can be impacted from any direction of travel. I-Beam posts are only breakaway when hit from the front or the back and are not breakaway if impacted on either side. Pipe posts are designed as a multi-directional breakaway post and can be impacted from any direction making them the better option for these installations.<br />
* Torsional / Twisting Force Resistance - Although I-Beam posts are very strong, they do have a limited resistance to twisting moments when installed as a single post installation. In wind prone locations, sign assemblies on a single I-Beam post can begin to twist in the wind, and if this continues long enough the post can fatigue and break off at the base. Pipe posts are very resistant to twisting and can resist much larger torsional forces compared to I-Beam posts.<br />
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As with Pipe Posts, I-Beam posts are fabricated with the breakaway system as part of the post / stub assembly. While I-Beam posts have a breakaway assembly at ground level like Pipe posts, they also require a hinge system located directly below the sign. The hinge system permits the I-Beam post (the portion from the ground to the bottom of the sign) to swing up out of the way of a vehicle when impacted without the upper portion of the post and the sign needing to move. This reduces the mass that a vehicle must move when it impacts the post and in return reduces the impact energy to the car.<br />
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Unlike all other MoDOT posts, there are minimum post spacing which must be taken into consideration when selecting the correct number and size of post. I-Beam posts are much heavier than any other MoDOT post and hitting two of these posts at the same time in most cases would impart too much energy to the vehicle and would not meet minimum breakaway standards. These special considerations are included in [https://www.modot.org/standard-plans-section-900 Standard Plans 903] which contains all of the fabrication and installation details for I-Beam posts, however, due to their critical nature they are also listed here:<br />
* I-Beam post Designs #1 and #2 have no minimum post spacing requirements.<br />
* I-Beam Post Designs #3, #4, #5 and #6 shall be spaced at least 7 ft. apart.<br />
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The post selection tables are designed to utilize two post installations over three post installations to help address minimum post spacing; this also reduces the number of footings which need to be constructed. However, there are some general rules based on sign size used to judge the number post for different size ranges of signs:<br />
* Signs between 6 ft. and 17 ft. wide will typically be supported on two posts.<br />
* Signs wider than 17 ft. will typically be supported by three posts.<br />
* Signs of any size are not recommended to be installed on one I-Beam post.<br />
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'''Standard.''' When I-Beam posts are used, they shall be either a structural #1, #2, #3, #4, #5 or #6 in design. The size and number of posts shall be determined using the post selection tables. I-Beam posts shall be installed in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
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===903.16.4.5 Secondary Sign Supports – Post Extensions===<br />
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'''Support.''' Post extensions are 3 in. aluminum I-Beam used to attach exit number panels to the top of, or to hang a secondary sign below, structural signs on new installations. Details of these posts are shown in the [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
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'''Option.''' There are occasions where modifications and/or additions must be made to existing sign installations where the existing posts are not long enough to support the new sign assembly. In these cases, it is permissible to utilize secondary sign supports to effectively extend the primary signposts to support signs a maximum of 3 feet taller than the existing primary signposts.<br />
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Secondary sign supports may only be used to allow taller signs to be installed on existing signposts and only if the existing signposts meet installation standards and have the capacity to carry the larger sign based on signpost selection tables.<br />
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If a new sign assembly is more than 3 ft taller than the existing primary signposts, new signposts shall be installed.<br />
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===903.16.4.6 Backing Bars===<br />
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'''Support. '''Backing bars are typically used to support and stiffen wide flat sheet signs mounted on single signpost or to help support the individual signs which make up sign assemblies to form one unified sign assembly. Details for backing bars can be found in [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
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===903.16.4.7 Breakaway Assemblies===<br />
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'''Standard. '''All signposts installed on right of way shall meet federal breakaway standards and MoDOT standards. Signposts not meeting current standards, but met the standards at the time of their installation, may remain in place until the end of their service life.<br />
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Sign trusses and other large sign support structures that are not breakaway shall be protected by acceptable shielding, such as guard rail or barrier wall.<br />
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'''Support. '''4 in. x 4 in. wood posts do not need any modification to be breakaway, however 4 in. x 6 in. and 6 in. x 6 in. wood posts will need to be cross drilled to meet breakaway standards. U-Channel posts do not require breakaway modifications if they are direct driven into the ground, however, if the ground stub and slice installation method is used the installation will need to be installed according to the [https://www.modot.org/standard-plans-section-900 Standard Plans 903] to meet breakaway requirements. PSST will require breakaway devices added in certain applications based on sign and number of posts used for an installation. The signpost selection tools will indicate when a breakaway is required for PSST posts. Pipe and Wide Flange posts have the breakaway devices integrated into the post design.<br />
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===903.16.4.8 Sign Orientation===<br />
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'''Support. '''The orientation of the face of a sign in relation to the driver and roadway is critical to visibility and legibility, especially at night. The effectiveness of the retroreflective sheeting on a sign can be negatively impacted if the orientation of the sign face is not correct, due to incorrect installation and/or a signpost being damaged and knocked out of alignment.<br />
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The orientation of a sign can also help reduce unwanted reflection or glare off of the sign face. The skew angle, shown in [https://www.modot.org/standard-plans-section-900 Standard Plans 903], is designed to help address this glare issue for tangent sections. <br />
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'''Option. '''While the standard skew angle is 93 degrees, the skew angle may be adjusted to maintain brightness and avoid glare for signs on curved sections of road. <br />
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'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.17|EPG 903.1.17]] for additional information on Sign Orientation.<br />
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===903.16.4.9 Sign Mountings===<br />
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'''Support. '''Attaching a sign properly to a sign support is critical in order to properly orient the sign in relation to the driver as well as provide a durable, long life installation.<br />
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'''Standard. '''Plastic/nylon washers shall be used between the heads of all twist fasteners (such as screws, bolts or nuts) and the sign face to protect the sheeting from the twisting action of the fasteners.<br />
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Signs shall be attached to each type of sign support in accordance with [https://www.modot.org/standard-plans-section-900 Standard Plans 903].<br />
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'''Support. '''See [[903.1 General (MUTCD Chapter 2A)#903.1.18|EPG 903.1.18]] for additional information on Sign Mountings.<br />
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=={{SpanID|903.16.5}}903.16.5 Signing Plans==<br />
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'''Standard. '''When signing is a separate project, the plans are assembled in the following order:<br />
<br />
# title sheet<br />
# quantity sheets for roadway items<br />
# sign location plan sheets<br />
# special sheets<br />
# traffic control plans<br />
# erosion control plan<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signing<br />
<br />
Typically, signing is included with the roadway plans. When this is the case, the plans are assembled together, including the quantity sheets. Separate quantity sheets shall not be generated for signing quantities. The signing plans shall be arranged in the following order:<br />
<br />
# sign location plan sheet<br />
# tabulation sheet ([https://www.modot.org/media/16702 D-29])<br />
# tabulation sheet ([https://www.modot.org/media/16703 D-30])<br />
# special sign detail sheets ([https://www.modot.org/media/16704 D-31])<br />
# design data sheets for cantilever and butterfly box trusses ([https://www.modot.org/media/16705 D-32])<br />
# design data sheets for overhead span box trusses ([https://www.modot.org/media/16706 D-33])<br />
# design data sheet for tubular trusses ([https://www.modot.org/media/16707 D-34])<br />
# truss cross-section sheets<br />
# cross-sections for post-mounted signs<br />
# special sheets for bridge-mounted signs<br />
# any miscellaneous special signing detail sheets.<br />
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=={{SpanID|903.16.6}}903.16.6 Quantity Computations==<br />
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'''Standard. '''Signs and posts will each be paid for individually. This includes emergency reference markers and object markers. Combined unit prices for sign and support combinations have been discontinued. All signs including stop signs, object markers, emergency reference markers and signal signs shall be totaled on [https://www.modot.org/media/16703 Form D-30] in four categories: Flat Sheet (FS), Flat Sheet Fluorescent (FSF), Structural (ST) and Structural Fluorescent. Structural signs’ width and height are designed to the nearest foot. Each standard, non-standard or special sign shall be calculated to the nearest 0.1 sq. ft., subtotaled to the nearest 0.1 sq. ft., and final pay total should be to the nearest 1.0 sq. ft.<br />
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All post quantities shall be calculated and totaled on [https://www.modot.org/media/16702 Form D-29]. All post lengths shall be calculated in increments of 0.25 ft. including the length that extends into the concrete footing or ground as shown on the standard plans. All U-channel post lengths shall include the full length of both pieces when overlaps are required. The post length for wide flange and pipe posts shall be multiplied by the pounds per foot (lb/ft) factor, as shown in the standard plans; each sign's posts are subtotaled to the nearest pound; all sign posts are subtotaled; and the final pay totals are shown to the nearest 10 pounds. All U-channel, wood and perforated square steel tube post length quantities shall be totaled and rounded to the nearest foot. For perforated square steel tube posts, an additional pay item shall be included for the anchor sleeve which is paid for by the linear foot for each post used (and may also include a soil plate). See the Post and Anchor Data Table in [https://www.modot.org/media/16921 Standard Plan 903.03] to select the necessary anchor size. Omni-Directional anchors may be used for installation in weak or loose soil conditions.<br />
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Concrete for sign support structures shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Concrete for overhead structure foundations shall be bolted down. Concrete for all post-mounted sign foundations shall be embedded. Bolted down and embedded quantities shall be calculated for each sign to the nearest 0.01 cubic yard, subtotaled to the nearest 0.01 cubic yard and a final pay total is shown to the nearest 0.1 cubic yard.<br />
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Cantilever and butterfly tubular support trusses shall have standard pay items. Span tubular trusses shall require special pay items. Information in the description shall include span length, truss number and span design type. Structure pay items shall include costs for all labor and materials associated with the structure, from the bottom of the base plate up, on up, as a lump sum item. Each span structure shall have a separate pay item. Structure data shall be provided on [https://www.modot.org/media/16707 Form D-34].<br />
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All box trusses shall require a special pay item for each truss. All pay item descriptions shall include span length and truss number. Truss pay items shall include costs for all labor and materials associated with the truss, from the bottom of the base plate up, as a lump sum item. Each box truss, regardless of type, shall have a separate pay item.<br />
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See [https://www.modot.org/media/51221 Standard Plan 903.00] for payment of delineators. Delineators shall be paid for per each on [https://www.modot.org/media/16702 Form D-29], and include installation, bolts, post and sign.<br />
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Perforated Square Steel Tube Post Breakaway assemblies shall be totaled on [https://www.modot.org/media/16702 Form D-29]. Breakaway assemblies are incidental for pipe and structural steel posts.<br />
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Backing bar lengths and weights shall be shown on [https://www.modot.org/media/16702 Form D-29], and are totaled with the pay item for structural steel posts. No weight deductions shall be made for punched or drilled holes. If no structural steel posts are used on a project, backing bar weights shall be added to pipe post weights.<br />
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Signal Sign Mounting Hardware shall be paid for per each on Form D-37A separate from signal signs, which will be paid for by square feet. Signal Sign Hardware will include all mounting hardware necessary to install one sign on the mast arm.<br />
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Special pay items shall not be included for items considered to be small amounts of work such as: strapping signs to lighting or signal posts or truss columns; covering inappropriate legends; "EXIT ONLY" panels on new signs; any symbol, arrow, shield or legend on new guide signs; hinge plates; aluminum wide flange posts for connecting service signs and exit number panels to structural guide signs; etc. No additional payment shall be made for hardware. Other than the above, it shall be left to the designer to decide which items require direct pay.<br />
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'''Option. '''Special pay items for signing may be required. Some examples of special work include: modifying legends, relocating existing signs to new posts, temporary ground mounting guide signs, bridge mounted support brackets, truss painting, pedestal repair, etc. It is left to the designer to decide which items require special pay items.<br />
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'''Support. '''Most jobs include the removal of existing signs and/or trusses. All removals are listed with other roadway Removal of Improvements. It is preferred to list the type of truss to be removed, number of pedestals, posts, footings and a rough estimate of sign area. Consult the District Traffic Engineer or District Constructions and Materials Engineer about which removals to salvage and where the contractor should deliver the salvaged materials. Items to be salvaged and delivery of these items are mentioned in the job special provisions and this work is paid for under Removal of Improvements.</div>Hoskir